ANNUAL REPORTS, WAR DEPARTMENT FISCAL YEAR ENDED JUNE 30, 1908 REPORT OF THE CHIEF OF ENGINEERS U. S. ARMY 1908 IN THREE PARTS PART I WASHINGTON GOVERNMENT PRINTING OFFICE 1908 ANNUAL REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 1908. 57101--ENG 1908-1 WAR DEPARTMENT. DOCUMENT NO. 331. Office of the Chief of Engineers. 2 REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. WAR DEPARTMENT, OFFICE OF THE CHIEF OF ENGINEERS, Washington, September 29, 1908. SIR: I have the honor to present for your information the fol- lowing report upon the duties and operations of the Engineer Depart- ment for the fiscal year ending June 30, 1908. 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 172, a net increase during the year of one. Since July 1, 1907, the Corps of Engineers has lost 8 of its officers- Col. Amos Stickney, who was retired from active service August 27, 1907, by operation of law under the provisions of the act of Congress approved June 30, 1882; Col. Garrett J. Lydecker, who was retired from active service November 15, 1907, by operation of law under the provisions of the act of Congress approved June 30, 1882; Maj. John S. Sewell, who resigned his commission as an officer of the army January 31, 1908; Col. Charles E. L. B. Davis, who, on February 14, 1908, vacated his commission as an officer of the Corps of Engineers by his acceptance of his commission as brigadier-general, to date from January 29, 1908; Col. Joseph H. Willard, who was retired from active service February 28, 1908, by operation of law under the provisions of the act of Congress approved June 30, 1882; Col. Henry M. Adams, who was retired from active service May 8, 1908, by operation of law under the provisions of the act of Congress approved June 30, 1882; Brig. Gen. Alexander Mackenzie, Chief of Engineers, who was retired from active service May 25, 1908, by operation of law under the provisions of the act of Congress approved June 30, 1882; Col. Clinton B. Sears, who was retired from active service June 2, 1908) by operation of law under the provisions of the act of Congress approved June 30, 1882. There were added to the Corps of Engineers during the fiscal year, by the assignment of graduates from the Military Academy, 9 second lieutenants, whose commissions date from February 14, 1908. 4 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On the 30th of June, 1908, the distribution of officers of Engineers according to their duties was as follows: Acting Chief of Engineers, in command of the Engineer Department, etc__ 1 Assistants to the Chief of Engineers .. 3----------------- River and harbor work ------------------------------------------ 23 River and harbor and fortification work ----------------------------- 15 River and harbor and fortification work in the Hawaiian Islands ....---------- 1 Public buildings and grounds in District of Columbia 1----------------- River and harbor work and light-house duty 9----------------- River and harbor and fortification work and light-house duty 9------------- River and harbor work and chief engineer officers of military departments- 6 River and harbor and road work in Alaska 1----------------- On duty in the Philippine Islands ---------------------------------- 12 On duty in Cuba ----------------------------------------------- 15 With the Third Battalion of Engineers at Fort Leavenworth ------------- 17 With engineer troops on the Pacific coast 9----------------- Engineer School and with troops stationed there ----...------------------ 20 Military Academy 8----------------- School of the Line --------------------------------------------- 2 General Staff ---- ------------- 1-------- Chief engineer officer, military department ---------------------------- 1 Engineer secretary of the Light-House Board -------------------------- 1 Superintendent of State, War, and Navy building 1----------------- With the government of the District of Columbia 3----------------- On or under the Panama Canal Commission -------------------------- 12 Indefinite leave of absence, in accordance with the joint resolution of Con- gress approved April 20, 1904 ------------------------------------- 1 'TotaL -------------------------------------------------- 172 A study of the above table indicates that 103 officers, or 60 per cent of the total, are entirely detached from the supervision of the Chief of Engineers; 44, or about 25 per cent of the total, are on duty wholly within the jurisdiction of the Chief of Engineers; and 25, or about 15 per cent of the total, have some duties under the supervision of the Chief of Engineers, and others under various other branches of the Government. Eighty-six officers, which is exactly half of the Corps, are engaged on military duty exclusively; 33 officers, or about 19 per cent of the total, are engaged partly on military and partly on nonmilitary duties, and 52 officers, or 30 per cent of the total, are engaged on nonmilitary duties exclusively. The duties devolving upon the officers of the Corps of Engineers have been increasing year by year, and are now greater than ever before in its history. These duties at present include the construction of fortifications, superintendence and execution of works of river and harbor improvements, and the construction and repair of light-houses, both in the United States and in the island possessions; the water supply, municipal engineering, care of public buildings and grounds, and a share in the government of the capital city of the United States; the improvement of the Yellowstone National Park; the survey of the Northern and Northwestern lakes; the mining and debris commission in the State of California; the chairmanship and majority member- ship of the Panama Canal Commission and work under this com- mission, all of which involve the expenditure of many millions an- nually; and, in addition, various other duties, such as the command of three battalions of engineer troops, the supervision of military en- gineering and reconnaissance work in the several military divisions and departments, instruction at the School of the Line, at the Military OFFICERS OF THE CORPS OF ENGINEERS. Academy, at schools of application, and membership in the General Staff. The increasing demand for engineer officers for those of the duties mentioned which do not come under the supervision of the Chief of Engineers has caused a constantly increasing number to be detached from under his orders, until at present only 44 officers, or about one- fourth of the Corps, are left under full control of the department to attend to the important construction works, fortification, river and harbor, and other, devolving by law upon the Corps of Engineers. Deducting from this number the Chief of Engineers himself, the as- sistants in his office, and-a small allowance for officers sick, on leave, or changing stations, there remains only about one officer for every two engineering districts, whereas there should be in each district at least one officer and in many districts two or more. To be sure, as is shown by the table above, there are 25 officers par- tially under the jurisdiction of the Chief of Engineers while still en- gaged on work under other authorities, but in every one of these cases the duties coming to the officer from the Chief of Engineers are suf- ficient to fully occupy an efficient officer, and the additional work should properly fall to other officers, and would do so were there other officers available. As was stated, the number of officers available for construction work under the Chief of Engineers has been decreasing, but quite the reverse is true of the work, which is now greater than ever before. River and harbor work is now going on under appropriations of a size previously unknown, and there is every reason to believe that the same will continue in the future. Fortification construction has re- cently been extended to the island possessions, and the character of the work at present, especially that connected with fire control and the electric installation, is such as to demand a much greater proportion of the immediate personal attention of the officers in charge. A large share of the Panama Canal work has been intrusted to the officers of the Corps, and in many other ways has an increase been evident. Owing to the total inadequacy of the number of available officers it has been frequently necessary to combine works and districts and to thus throw upon many officers such a number and variety of duties as to make it difficult, if not impossible, for them to devote to the various items of work the proper amount of detailed consideration. Furthermore, it has become necessary to almost stop the extremely desirable custom, formerly in vogue, of assigning asassistants in con- struction districts young officers, in order that they may, by actual observation and practice, become fitted to assume charge of construc- tion work, and in several cases recently it has been necessary to as- sign to the charge of important construction work an officer who has had no previous experience as an assistant on such work. Under the circumstances, it is evident that if the work of the Corps of Engineers is to be carried on with the same high standard of effi- ciency that has previously characterized it, there must be an increase in the number of officers in the Corps in order that a greater num- ber may be available for construction work. This matter has been given careful consideration, and a careful canvass has been made of the work to be done and of the number of officers in the Corps avail- able for this work, and as a result of this study I have decided that 6 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. with the same enlisted strength as at present an increase of 60 in the authorized number of engineer officers is absolutely necessary to provide a sufficient number of officers for the work now devolving on the Corps. Furthermore, the increase on this account should be only in the grades above that of second lieutenant, as officers of that grade are not available for and should not be assigned either to the charge of construction work or as assistants thereon. By an increase of 60 officers, affecting only the grades above that of second lieutenant, and distributed among those grades in propor- tion to the number of officers at present in each grade, there would be added to the authorized strength of the Corps of Engineers 4 colonels, 7 lieutenant-colonels, 13 majors, 18 captains, and 18 first lieutenants, which is the additional strength estimated on account of the large increase in civil work of the Corps. NEW ENGINEER BATTALIONS. The increase proposed in the preceding paragraph is due entirely to the need of officers for the important military and civil construc- tion and supervisory work of the Corps of Engineers, and is in no way related to the demands for engineer troops and for officers to command them. At present three battalions of engineer troops are authorized by law and are officered from the Corps. The work of the army properly falling to engineer troops has increased greatly in the recent past. Requests for the assignment of engineer companies or detachments have been received from many sources, and it has been impossible to comply with all of them. Owing to the demand for additional engineer troops, the War Department, under date of September 25, 1907, authorized the recruiting of the existing battalions up to their full war strength, but even this has been proven not to be sufficient, and important military surveys and other work properly belonging to engineer troops have been delayed, owing to the nonavailability of a sufficient number of engineer troops to do this work. As showing the great demand for enginer troops, it should be noted that during the early part of the year 1907 nine out of a total of 12 engineer companies were needed for and were actually on duty in the Tropics, a much greater proportion than in the case of any other branch of the service, and a result arrived at only by leaving an entirely inadequate number of engineer troops for the work in the United States. This matter of an increase in the enlisted force of the Engineer Corps has been under consideration by the General Staff, and it is understood that there will be recommended an increase in the number of battalions from 3 to 6. In this recommendation I most heartily concur. Not only do I concur in the increase of the number of engineer troops, but I would call attention to the fact that this increase in the enlisted force of the Engineer Corps necessitates a further increase in the number of engineer officers for the command of those troops, 19 additional officers being required for each battalion, or 57 in all, consisting of 3 majors, 12 captains, 30 first lieutenants, and 12 second lieutenants. In addition, I consider it highly important for the proper super- vision of the instruction and discipline of the engineer battalions NEW ENGINEER BATTALIONS. 7 that they should be organized, at least provisionally, into regiments. Moreover, owing to the peculiar character of the work of these bat- talions and of the large size of the companies, it is believed that the engineer regiments should be composed of 2 battalions each, as in the Field Artillery, and not of 3 each, as in the infantry. To permit of this regimental organization, a colonel, a lieutenant-colonel, and 3 captains for duty on the regimental staff must be available for each regiment---that is, for the 6 battalions organized into 3 regiments of 2 battalions each, 3 additional colonels, 3 additional lieutenant-colo- nels, and 9 additional captains must be provided in the Corps of Engineers. In time of war each regiment should be increased by an additional battalion, possibly of volunteers. The following tabular exhibit shows the increase proposed under the several headings discussed and the present and proposed author- ized strength of the Corps. The increase is from a total authorized commissioned strength of 189 officers to a strength of 321 officers of all grades. The table shows also the proportion of each grade to the total number and that the recommendation for increase has been made with due regard for the equities of promotion as among the various branches of the service. Schedule of proposed increase in the commissioned personnel of the Corps of Engineers, U. S. Army. Grades. Increase on account of- Brig.Col Lieut. Chap- t. oSe- Brig. Co Mailapn.Capt.First ond Total. l an t. Lieut. Additional officers for military and civil works of construction.......................... 4 7 18 ...... 18 18 ...... 60 Officers for additional three battalions..... ..... ............. 3...... 12 30 12 57 Officers for regimental organization ............. 3 3 ............. 9............. I 15 Total increase.............................. 7 10 16 ..... 39 48 12 132 Present authorized strength ............. .. 1 10 16 32 1 43 43 48 189 Total strength with proposed increase ..... 1 17 26 48 1 82 91 55 821 Per Per Per Per Per Per Per Proportion of each grade to total number: cent. cent. cent. cent. cent. cent. cent. .......................................... 5.3 8.0 16.9 0.5 22.8 22.8 22 ........ With proposed increase ..................... .38 8.0 1.0 0.3 25. 28.8 17 ........ A division of the total number of officers into the grades in the manner shown would reduce to about 29 per cent the proportion of officers above the rank of captain. The present proportion is about 32 per cent. This increase, though apparently large, I believe to be essential to equip the Engineer Corps with officers sufficient to enable it to perform properly the numerous and important duties devolving upon it. It is, however, evident that this increase can not, without causing confusion, be made at once, and if made by permanent trans- fers without trial, it is probable that it can not be made at all with- out getting in some undesirable material. I would, therefore, recom- mend that the increase be made to extend over a period of about five years, and in the higher grades by promotion of officers now in the Corps and in the other grades by assignment of graduates of the Military Academy and by detail, for a term of years, of officers who 8 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. have graduated from the academy and are selected from the Army at large, officers thus detailed who may prove to be satisfactory to be permanently commissioned in the Corps of Engineers under such regulations as to grades and dates of commission as will equitably preserve their rights and those of officers previously in the Corps. NONCOMMISSIONED OFFICERS OF ENGINEERS. The relative standing of engineer noncommissioned officers has, in the recent past, been seriously lowered by the establishment in other branches of the service of special highly paid grades of noncommis- sioned officers without the creation of equivalent grades in the engi- neers. Thus, there ha-ve been established in the Signal Corps and Coast Artillery grades of sergeant first class, electrician sergeant first class, master electrician, and master signal electrician. The work of engineer troops is of a high technical character, and requires, as far as the senior noncommissioned officers are concerned, a high grade of men, carefully and technically trained. Not only this, but the higher grades of engineer noncommissioned officers must not only be able to do this high grade of technical work themselves, but must be capable also of overseeing and managing large working parties of both troops and civilian laborers, and must, therefore, possess good executive ability. Just as good men are required for this work and as careful training is necessary as for any other branches of the service, and to prevent an unjust discrimination, similar or corresponding grades should at once be established in the Engineer Corps. Engineer troops are frequently required to make military surveys of a high order, and it is highly important that there be among the enlisted men a number of well-trained surveymen, topographers, etc. The absence of such men has made it necessary in the past, whenever engineer troops were ordered to make instrumental surveys, to detail with these troops an increased number of engineer officers who were urgently needed elsewhere. any men about to enlist, and among them the most desirable class of recruits, look forward, in selecting a particular branch of the service, to the highest grade which they can reasonably expect to reach, and unless there be in the Engineer Corps grades as high as in the other technical branches of the service, it will be impossible to obtain for the engineers a proper proportion of the best class of re- cruits, similar to the men who have hitherto enlisted in the engineers. If this be not done a deterioration in the efficiency of the engineer battalions must inevitably result. That the idea just expressed is not based on theory only is shown by the steady drain that has been going on in the last few months, of men transferring from the engineers and of discharged engineer soldiers who are reenlisting in other branches of the service. If, therefore, the efficiency of the engineer troops is to be kept up to the proper standard, I recommend as urgently necessary: First. That there be established in the engineers the grade of "Sergeant," first class, and that the authorized strength of each en- gineer company be increased by six such sergeants, first class, whose pay and emoluments shall be the same as that of the same grade in FORTIFICATIONS. the Signal Corps; and that the company quartermaster-sergeants of engineers shall rank as sergeants, first class. Second. That there be established in the Corps of Engineers a new grade of "Military overseer," these soldiers to have the pay and emoluments authorized for master electricians and master signal electricians, the authorized number of such military overseers to be 100, to be assigned to duties and stations upon the recommendation of the Chief of Engineers. Third. That the noncommissioned staff of each battalion be in- creased by a battalion train sergeant and a battalion commissary- sergeant, these noncommissioned officers to have the rank, pay, and emoluments of battalion sergeants-major. THE BOARD OF ENGINEERS. The regulations for the government of the Corps of Engineers provide for a Board of Engineers, consisting of not less than three officers designated by the Chief of Engineers, with the sanction of the Secretary of War. This Board acts in an advisory capacity to the Chief of Engineers upon important questions of engineering. One of its principal duties is to plan or revise the projects for permanent fortifications of the United States. During the fiscal year the Board has reported upon various sub- jects connected with fortification work. A statement of the composition of this Board during the last fiscal year will be found in its report. (See Appendix No. 1.) FORTIFICATIONS. The scheme of national defense upon which work was in progress between 1888 and 1906 was based primarily upon a report submitted January 16, 1886, by the Endicott Board. On January 31, 1905, the President organized a board, with the Secretary of War as president, to review the projects for the United States and for the insular pos- sessions, to indicate the localities where defenses are most urgently needed, and to determine the character and general extent of the de- fenses, with their estimated cost. This Board is known as the Na- tional Coast Defense Board. The Board submitted its final report February 1, 1906. Permanent seacoast defenses have been installed at the following localities in the United States: 1. Kennebec River, Maine. 14. Charleston, S. C. 2. Portland, Me. 15. Port Royal, S. C. 3. Portsmouth, N. H. 16. Savannah, Ga. 4. Boston, Mass. 17. Key West, Fla. 5. New Bedford, Mass. 18. Tampa Bay, Florida. 6. Narragansett Bay, Rhode Island. 19. Pensacola, Fla. 7. Eastern entrance to Long Island 20. Mobile, Ala. Sound. 21. New Orleans, La. 8. New York, N. Y. 22. Galveston, Tex. 9. Delaware River. 23. San Diego, Cal. 10. Baltimore, Md. 24. San Francisco, Cal. 11. Washington, D. C. 25. Columbia River, Oregon and Wash- 12. Hampton Roads, Virginia. ington. 13. Cape Fear River, North Carolina. 26. Puget Sound, Washington. 10 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In accordance with the report of the Board above mentioned, addi- tional defenses are to be constructed at some of these points, and also at the entrance to Chesapeake Bay, as soon as funds are provided by Congress. Appropriations for construction of gun and mortar batteries have been made as follows: Act of- Act of- August 18, 1890------- $1, 221, 000.00 May 7, 1898---------- $3, 000, 000. 00 February 24, 1891 ----- 750, 000.00 July 7, 1898 ---------- 2, 562, 000. 00 July 23, 1892---------- 500, 000. 00 March 3, 1899 --------- 1, 000, 000. 00 February 18, 1893 . . 50, 000.00 May 25, 1900 ---------- 2, 000, 000. 00 August 1, 1894--------- 500, 000.00 March 1, 1901 --------- 1, 615, 000. 00 March 2, 1895--------- 500, 000. 00 June 6, 1902 ---------- 2, 000, 000. 00 June 6, 1896---------- 2, 400, 000. 00 March 3, 1903- 2, 236, 425.00 March 3, 1897--------- 3, 841, 333.00 April 21, 1904---------- 700, 000.00 Allotments from the ap- May 27, 1908-----------300, 000.00 propriation for "Na- tional defense," act Total ---------- 2 2993, 434. 02 of March 9, 1898-.. 3, 817, 676.02 The following table shows the present status of permanent work completed or in progress with funds already provided: Total number carried by Provided for Calibers. scheme of by appropri- National ations made CoastDefense by Congress. Board. 12-inch mortars .......................................................... 464 876 16-inch rifle .......................................................... ........... 1 1 14-inch rifles ........ ................................................... 19 ............. 12-inch rifles ............................................................... 138 107 10-inch rifles ........................................................ 139 133 8-inch rifles ............................................................. 72 70 6-inch rapid-fire guns.................................................... 191 175 5-inch rapid-fire guns ...................................................... 53 53 4.7-inch and 4-inch rapid-fire guns........................................38 88 3-inch rapid-fire guns .................................................. 284 254 The defensive requirements of our seacoast may be subject to change to meet new requirements due to changes in commercial and naval vessels, but for present conditions the National Coast Defense Board scheme is sufficient. It carried an estimate amounting to $10,836,400 for emplacement construction (not including electrical light or power or land for sites). Appropriations to date aggregate $300,000, leaving $10,536,400 to be appropriated for these purposes. With the $300,000 provided by Congress at its last session for the construction of gun and mortar batteries in the United States, prep- arations are being made and detailed plans prepared for the active prosecution of work. An estimate of $5,064 is submitted to cover the cost of the necessary modifications in one emplacement of a three-gun battery to permit the replacement of an experimental carriage of inferior type by an existing carriage of the same type as the other two now mounted in the battery. FORTIFICATIONS. 11 At the close of the fiscal year the status of emplacements for which funds have been provided by Congress is as follows: 12-inch 12-inch. 10-inch. 8-inch. Rapid- mortars. fire. Guns mounted ...................................... 376 a105 b126 e94 d406 Ready for armament...........................................-.......... 7 5 111 Under construction ........................................ .. 2 .................... 4 Total........................................... 376 107 133 99 521 a Including 2 guns on hydraulic lifts. b Including original experimental 10-inch carriage, now dismounted. c Including 26 which have been dismounted since the war with Spain, 3 which are now temporarily mounted, and 3 which have been dismounted for emplacement elsewhere. SOne temporarily. e Excluding 70 6-pounders not requiring permanent emplacements which have been included in former reports. At the close of the previous fiscal year there were reported mounted: 12-inch 12-inch. 10-inch. 8-inch. Rapid- mortars. fire. 376 105 122 94 a 355 a Erroneously stated in the report of last year as 455. A comparison of the last two tables shows an increase during the year in guns actually available for service of 4 10-inch guns and 51 rapid-fire guns. The following table shows that the Engineer and Ordnance depart- ments have worked in harmony, the numbers of gun carriages and emplacements being the same, except where extra carriages are needed for purposes other than seacoast defense: Total Total Type of gun or carriage. carriages emplace- cariaged. ments provided. provided. 12-inch mortar carriages, model 1896 ......................................... a 298 296 12-inch mortar carriages, model 1891 ......................................... b 85 80 12-inch disappearing carriages, L. F., model 1901.............................. 13 13 12-inch disappearing carriages, L. F., model 1897.............................. 35 85 12-inch disappearing carriages, L. F., model 1896.............................. 27 27 12-inch gun-lift carriages, altered to nondisappearing......................... 3 3 12-inch gun-lift carriages, model 1891.......................................... o02 d2 12 inch nondisappearing carriages, model 1892................................ 28 28 10 inch disappearing carriages, A. R. F., model 1896 ........................... 3 3 10 inch disappearing carriages, L. F., model 1901.............................. 12 12 10-inch disappearing carriages, L. F., model 1896.............................. 74 74 10-inch disappearing carriages, L. F., model 1894 ............................. e35 35 10-inch nondisappearing carriages, model 1893 .................... ........ . f10 9 8-inch disappearing carriages, L. F., model 1896............................... 38 40 8-inch disappearing carriages, L. F., model 1894 ...... ................. g926 26 8-inch nondisappearing carriages, model 1892 ............................... h 9ig aTwo at Sandy Hook proving ground. SOne in use at West Point; 4 in storage. c One has been altered for use at proving ground. SArmament dismounted. SOne carriage is the original experimental one for this caliber of gun, and has been put out of service at the instance of the Coast Artillery Corps. SOne at Sandy Hook proving ground. The number of carriages of this type provided for exceeds by 1 the number which the Chief of Engineers has notified the Chief of Ord- nance are required for the emplacements he has provided. U One carriage is the original experimental one for this caliber of gun. A One at West Point and 1 at Sandy Hook proving ground. * Five temporary ; armament removed from 3. 12 BEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Total Total Type of gun or carriage. carriages menl provided, provided. 15-inch smoothbore carriages altered for 8-inch rifles ......................... 21 a21 6-inch disappearing carriages, model 1905..................................... 4 4 6-inch disappearing carriages, model 1903..................................... 90 90 6-inch disappearing carriages, model 1898 .................................... 29 29 6-inch rapid-fire (Vickers Son & Maxim), pedestal mounts ................... 8 8 6-inch rapid-fire, pedestal mounts, model 1900................................ b 45 44 5-inch balanced-pillar mounts, model 1896 ................................... 32 82 5-inch pedestal mounts, model 1903......................................... 21 22 4.7-inch rapid-fire (Armstrong pattern), pedestal mounts..................... 34 33 4.7-inch rapid-fire (Schneider pattern), pedestal mounts....................... 1 d1 4-inch rapid-fire (Driggs-Schroeder), pedestal mounts........................ 4 4 8-inch balanced-pillar mounts............................................... 114 114 3-inch casemate mounts..................................................... 2 2 3-inch pedestal mounts, model 1902.......................................... 60 60 8-inch pedestal mounts, model 1903 ........................................... e 79 78 2.24-inch rapid-fire field carriages and rampart mounts ....................... 70 (f) * Temporary; armament removed from 20. bOne at Sandy Hook proving ground. SOne to be sent to Sandy Hook proving ground. STemporary. * One at Sandy Hook proving ground. SMovable mounts. Modernizing older emplacements.-By the act approved May 27, 1908, authority was granted to apply the sum of $165,261.36, formerly appropriated for the construction of pneumatic dynamite batteries (but unspent, due to the abandonment of that form of ordnance), to the initiation of mechanical powder service. The experimental development of apparatus for this purpose has been practically com- pleted, and arrangements for the manufacture and installation of the machines are now in progress. A considerable amount of work remains to be done to place the batteries in a thoroughly satisfactory condition for efficient operation, including powder hoists in gun emplacements, widening loading plat- forms, electric wiring of emplacements, to place fire-control-commu- nication instruments on the gun carriages, and platform lighting. Detailed estimates have been prepared for the work of the above classes required at all emplacements in the United States; the ag- gregate of the estimates is $1,066,100. For carrying on work of this character during the coming year an estimate of $500,000 is sub- mitted. Fire control at fortiffcations.-The fortification act approved March 2, 1907, provided the sum of $900,000 for this purpose, to be distributed in the discretion of the Secretary of War among the En- gineer and Ordnance departments and the Signal Corps. Of this amount the sum of $432,784.81 was assigned to the Engineer Depart- ment. Engineer work is now in progress with these funds and will be well advanced toward completion by the close of the present work- ing season. The fortification act of May 27, 1908, provided the sum of $270,256 for this purpose. Detailed plans and estimates for the prosecution of the engineer work required under this appropriation were being prepared at the close of the fiscal year, and it is expected that a sub- stantial beginning in the actual installation will be made during the present working season. FORTIFICATIONS. 18 An estimate of $1,785,009 to cover the work of the Engineer and Ordnance departments and the Signal Corps under this head for the next fiscal year has been prepared by the Chief of Coast Artillery,- Electrical installations.-The National Coast Defense Board esti- mated that $5,216,031 would be required to furnish the necessary electrical equipment for the defenses of the United States in addition to the current required for searchlights. The fortification act of May 27, 1908, provided the sum of $348,888 for this purpose, and arrangements for the installation of electric plants at posts where the requirements are most urgent have been commenced. For continuing the installation of this equipment at the defenses where the Chief of Coast Artillery states they are most needed an estimate of $984,253 is submitted. Sites for fortifcations.-Duringthe previous fiscal year a site was acquired at Boston, Mass., a part of the purchase money being with- held, in accordance with the terms of the sale, until a wall separating the tract acquired from adjacent ground has been built by the city of Boston. During the past year the construction of the wall has been in progress, but it is not yet completed. The sum of $121,048 was provided by Congress at its last session for this purpose; the appropriation act contained a proviso that not more than $21,048 of the amount appropriated should be paid for property at, near, or adjoining Fort Armistead, Md. A tract of land adjoining Fort Armistead has been purchased, all provisions of the law having been complied with. Negotiations are now in prog- ress looking toward the acquisition of additional land where it is most urgently needed, and it is expected that the entire amount ap- propriated will soon be definitely pledged. For the purchase of additional land where most needed an esti- mate of $250,000 is submitted. Searchlights.-With funds provided in the fortification act ap- proved March 2, 1907, a number of generating sets have been con- tracted for and deliveries have commenced. Eight projectors of a new type developed abroad and two of a new type of domestic manu- facture have been purchased and issued to the troops for the test of actual use, and two others, also of domestic make, have been obtained from the Navy Department for remodeling. All these projectors are being subjected to trials under actual service conditions, in com- parison with the lights heretofore purchased, with an idea to develop- ing the very best form of searchlight for the use of the troops. It is anticipated that contracts covering the balance available from the 1907 appropriation act and the $210,000 provided in the act ap- proved May 27, 1908, will be let during the present fiscal year. For the purchase of additional searchlights regarded by the Chief of Coast Artillery as emergently necessary, an estimate of $907,000 is submitted. Preservationand repairof fortifcations.-Themodernworks of de- fense now constructed represent an expenditure of approximately $28,000,000 for engineering work alone. For the preservation and repair of these works during the present fiscal year there was appro- priated the sum of $225,000, less than 1 per cent of the cost of con- struction. These extensive works contain much costly machinery and 14 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ordnance material and must be kept properly painted and repaired to be effective when needed. The $225,000 appropriation of the act of May 27, 1908, is not sufficient to keep the essential features of the fortifications in satisfactory condition for an entire year. An estimate of $300,000' for preservation and repair is submitted, and it is strongly recommended (in the interest of economy and effi- cient service) that this amount be appropriated. Repair and protection of defenses of Charleston,Pensacola,Mobile, and New Orleans.-Forrepairs and sea walls at these localities, ren- dered necessary by storms, the following estimates were submitted to Congress in 1906: Charleston, S. C., for the construction of the sea wall necessary for the protection of Fort Moultrie ----------------------------- $225, 600 Pensacola, Fla., for building sea walls for the protection of the sites of the fortifications and of the necessary post buildings at Forts Pickens and McRee---------------------------------------907,100 Pensacola, Fla., for repair and restoration of batteries and other structures appurtenant to the defenses of Pensacola, and for re- taining walls to protect the batteries from floods---------------- 109, 355 Mobile, Ala., for repair and restoration of'batteries and other struc- tures appurtenant to the defenses of Mobile, and for rebuilding sea walls and groins for protection of the sites of the fortifications of the garrison posts-------------------- ------------------- 1, 089, 500 New Orleans, La., for rebuilding and strengthening the levees for protection of the site of the defenses and the garrison post at Fort St. Philip _. ----------------------------------------------- 139,800 At the last two sessions appropriations have been made by Congress covering the estimates for Charleston and Mobile, and providing $400,000 for the sea walls at Pensacola and $100,000 for the levees at Fort St. Philip. In the former case a limit of cost identical with the total estimate submitted was authorized by Congress in the fortifica- tion appropriation act approved June 25, 1906, but no appropriation for the completion of the work was made at the last session of Con- gress, it being thought that, owing to delays in the commencement of the work, additional funds would not be necessary until next year. The work is now under contract and is progressing satisfactorily, and the remainder of the estimated cost should now be provided. An estimate of $507,100 for this purpose is accordingly submitted. At Fort St. Philip, New Orleans, the sum of $100,000 was appro- priated, but authority to initiate the proposed protective levees in their entirety was not given. A portion of the reservation is there- fore protected and the balance abandoned to overflow until further funds are available. Floods are higher than formerly, due to the building of levees below the forts. It is estimated that $40,000 will be required to render the Fort St. Philip reservation reasonably safe against floods in future, and an estimate of that amount is submitted. Supplies for seacoast defenses.-Owing to the large number of elec- tric installations supplying power and light in seacoast batteries, funds have been appropriated annually for " tools and electrical and engine supplies for use of the troops for maintaining and operating light and power plants in gun and mortar batteries." This appro- priation is designed to enable the Engineer Department to comply with the regulations of the War Department for the supply and serv- ice of the batteries. Requisitions are made upon the Chief of Engi- neers, through the district engineer officers, and authorized articles are purchased and issued by district engineer officers with as little FORTIFICATIONS. 15 delay as possible. This system has proved eminently satisfactory to the garrisons. The amount appropriated for this purpose in the act approved May 27, 1908, was $44,500, the sum of $4,500 having been added to the reg- ular annual estimate in order to permit the supply of wattmeters at certain electric plants. These wattmeters are now being procured. As the earlier electric plants become worn with use, and as addi- tional plants are installed from time to time, the demands upon the funds for the purchase of these supplies increase. While great economy was exercised during the past year in the use of the $40,000 appropriated by the act of March 2, 1907, considerable difficulty was experienced in providing sufficient funds to all districts for the pur- chase of absolutely necessary supplies. The sum of $45,000 is estimated as necessary for the procurement of the regular electrical supplies for the next fiscal year, as supplies will have to be furnished to five new large central plants on the Pacific coast where prices are high. In addition, the issue of reserve electric lights of a form approved after exhaustive tests by the Artillery has been requested by the Chief of Coast Artillery, and is believed to be desirable by the Chief of Engineers. They will cost $19,500 addi- tional to the $45,000. An estimate of $64,500 is accordingly sub- mitted to cover these items for the period to be covered by the next appropriation. Sea walls and embankments.-The sum of $50,000 was appropriated for this purpose by the fortification appropriation act approved May 27, 1908. This amount is being applied to such work only as becomes urgently necessary for the protection of the defensive works. Based upon detailed estimates prepared by district engineer officers, an estimate of $145,914 is submitted for the construction of sea walls and embankments at a number of localities on the Atlantic and Gulf coasts, where they are needed to protect the defenses. Sea walls, defenses of Galveston, Tex.-The defensive works at Galveston were unavoidably in most exposed positions, and the level of the lands surrounding the batteries was greatly lowered by the storm of September 8, 1900. Work of reconstruction and repair of the Galveston defenses is now completed under the appropriation contained in the fortification act approved March 1, 1901. With the funds so provided, and in accordance with the plans before Congress when that appropriation was made, each individual battery has been made secure against any similar storms which are likely to occur in the future, but no provision has been made to protect the sites on which quarters, barracks, and pther post builaings must be located, except at Fort Crockett. For building a sea wall and filling up the reservation at this fort to a height above storm tides the sums of $591,046.25 and $158,953.75 were appropriated in the sundry civil appropriation acts of April 28, 1904, and June 30, 1906, aggregating $750,000. Under the latter appropriation the work at Fort Crockett is now practically completed. Similar protection is required at Forts San Jacinto and Travis, if these forts are to be garrisoned. There are certain claims to portions of the former reservation adverse to the title of the United States, one of which claims is now before the courts. Until all clouds upon the title of the United States are removed, no money should be ex- pended on this reservation. At Fort Travis there are no such ad- 16 REPORT OF THE CHIFF OF ENGINEERS, U. S. ARMY. verse claims. The urgency of protection and fill is there entirely dependent upon the date when troops are to be assigned to these bat- teries. No structures required for garrison purposes and for fire- control stations can be safely built till after the sea wall is in place. Experience in the construction of the sea wall at Fort Crockett has plainly indicated modifications in the plans formerly proposed for the Fort Travis sea wall. The estimated cost of the modified wall is $440,000, and an estimate of that amount is submitted. Preservationand repairof torpedo structures.-A large number of new torpedo-defense structures have been completed, and a number, in addition, are approaching completion. An estimate of $50,000 is submitted for the preservation and repair of these very numerous buildings. The appropriations made to date for building torpedo structures aggregate $2,303 ,000, and it is believed that the above esti- mate for maintenance is reasonable when considered in connection with the original cost of the buildings. The appropriation act of May 27, 1908, contained an item of $15,000 for this purpose. This sum is being applied to such minor repairs as are found from time to time to be most urgently necessary. Submarine mines.-While the operation of torpedo defenses is the duty of the Coast Artillery Corps, the building of structures required in connection therewith is under the charge of the Engineer Depart- ment. To complete the engineer structures for the torpedo defenses rec- ommended by the National Coast Defense Board, except at the entrance to Chesapeake Bay and at Galveston, Tex. (where, owing to the present status of the defenses and garrison posts, it is not consid- ered advisable to build the torpedo structures immediately), an esti- mate of $289,964 is submitted, in accordance with the request of the Chief of Coast Artillery. The sum of $175,000 provided in the fortification act of May 27, 1908, is being applied in accordance with the artillery scheme. Batteries in insular possessions.-The first appropriation for this purpose was contained in the fortification act approved April 21, 1904, and additional appropriations have been made in each of the four succeeding years, the aggregate amount appropriated to date being $3,714,000. With these appropriations batteries have been con- structed at Guantanamo Bay, Cuba, and construction work is now in progress at Honolulu and Pearl Harbor, Hawaii, and Manila and Subic Bay, Philippine Islands. The defense of the important harbors of the insular possessions has been specially considered by the National Coast Defense Board, and any funds appropriated for batteries will be applied in accordance with the general projects of that Board. For the construction of bat- teries to be-begun next year an estimate of $2,818,400 is submitted, $449,400 to complete the defenses of Honolulu and Pearl Harbor, Hawaii, and $2,369,000 to provide some very necessary additional defenses at Manila, on existing islands. If the total appropriation can not be made, at least $2,000,000 should be made available, so that a substantial plant can be provided and work be conducted in an effective and economical manner. Electrical installaions, insular possessions.-The National Coast Defense Board estimkted that $788,713 would be required to furnish the necessary electrical equipment for the defenses of the insuar pos- FORTIFICATIONS. 17 sessions, in addition to the current required for searchlights. For beginning the installation of this equipment, the sum of $135,000 was provided in the fortification appropriation act of May 27, 1908, $20,000 for the Hawaiian Islands and $115,000 for the Philippine Islands. Work under these appropriations is now in progress. For the continuation of this work an estimate of $230,638 is submitted, $14,469 for the Hawaiian Islands and $216,169 for the Philippine Islands. Fire control at batteries in insular possessions.-The fortification act of May 27, 1908, provided $243,000 for this purpose, which sum was available for the work of the Engineer and Ordnance depart- ments and the Signal Corps. Of this appropriation the sum of $75,000 is being applied to the work of the Engineer Department. An estimate for this work will, it is understood, be submitted by the Chief of Coast Artillery. Searchlights, insular possession.-For this purpose the sum of $227,500 was appropriated in the act of May 27, 1908, $47,500 for the Hawaiian Islands and $180,000 for the Philippine Islands. These funds are being applied to the purpose for which appropriated. For the purchase of additional searchlights for use in connection with the defenses, an estimate of $194,400 is submitted, $112,800 for the Hawaiian Island and $81,600 for the Philippine Islands. These estimates, added to the appropriations already made, somewhat ex- ceed the estimates of the National Coast Defense Board at these localities, but the equipment to be purchased with them is required to complete searchlight projects now adopted by the artillery. Submarine mines, insular possessions.-The sum $129,000, appro- priated in the last fortification act for the construction of torpedo structures for the defense of the Hawaiian Islands, will be applied to the purpose for which appropriated. Detailed plans are now being prepared. Procurement of sites, insular possessions.-For the procurement of land, or rights pertaining thereto, in the Philippine Islands, the sum of $5,000 was provided by the last fortification act. The owners of all the tracts to be acquired have agreed to sell at prices which have been approved as satisfactory to the United States by a board of officers constituted to appraise the land. These prices aggregate the sum of P31,976 or $15,988. It is believed that condemnation proceed- ings should be resorted to before the title is finally acquired by the United States. An estimate will be submitted when the condemned value of the land is known. SThe following money statements show the condition on June 30, 1908, of all general appropriations under which operations were in progress at the close of the fiscal year: " GUN AND MORTAR BATTERIES." For battery construction. July 1, 1907, balance unallotted---------------------------------$57, 784.35 May 27, 1908, appropriated ----------------------------------- 300,000.00 357, 784.35 June 30, 1908, net allotments during the fiscal year-------------- 44, 558.01 July 1, 1908, balance unallotted ------------ ---------------- 313, 226.34 July 1, 1908, amount pledged -------------------- 313, 226. 34 57101-ENG 1908-2 18 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For modernizing older emplacements. July 1, 1907, balance unallotted------ ---------------------- $10, 785.95 May 27, 1908, made available----- ------------------------- 165,261.36 176, 047. 31 June 30, 1908, net allotments during the fiscal year --------------- 8, 750.95 July 1, 1908, balance unallotted ----------------------------- 167, 296.36 July 1, 1908, amount pledged ------------------------------- 167, 296.36 " FIRE CONTROL AT FORTIFICATIONS." July 1, 1907, balance unallotted-----------------------------$88, 832.82 June 30, 1908, net allotments during the fiscal year --------------- 46,133.78 July 1, 1908, balance unallotted------------------------------42, 699.04 July 1, 1908, amount pledged -------------------------------- 42, 699.04 (Funds not yet assigned to the Chief of Engineers from the act of May 27. 1908.) "ELECTRICAL INSTALLATIONS AT FORTIFICATIONS. May 27, 1908, appropriated--------------------------------$348, 888. 00 June 30, 1908, net allotments during the fiscal year --------------- 501.00 July 1, 1908, balance unallotted-----------------------------348, 387.00 July 1, 1908, amount pledged -------------------------------- 348,387.00 " SITES FOR FORTIFICATIONS AND SEACOAST DEFENSES." July 1, 1907, balance unallotted-----------------------------$49, 622.06 May 27, 1908, appropriated--------------------------------121, 048.00 170, 670.06 June 30, 1908, net allotments during the fiscal year ------------- 1, 065.39 July 1, 1908, balance unallotted ----------------------------- 169, 604.67 July 1, 1908, amount pledged ------------------------------- 169,604.67 "SEARCHLIGHTS FOR HARBOR DEFENSES." July 1, 1907, balance unallotted---------------------------$315, 136.44 May 27, 1908, appropriated- ------------------------------- 210, 000.00 525, 136.44 June 30, 1908, net allotments during the fiscal year-------------- 278, 235.44 July 1, 1908, balance unallotted 246,901.00 July 1, 1908, amount pledged_ ------------------------------- 236, 964.50 July 1, 1908, balance available ------------------------------- 9,936.50 "PRESERVATION AND REPAIR OF FORTIFICATIONS." May 27, 1908, appropriated---------- --------------------- $225, 000.00 June 30, 1908, net allotments during the fiscal year -------------- _ 8, 361. 00 July 1, 1908, balance unallotted ------------------------------ 216,639.00 July 1, 1908, amount pledged ------- ----------------------- 216,639.00 "PLANS FOR FORTIFICATIONS." May 27, 1908, appropriated --------------------------------- $5,000.00 June 30, 1908, net allotments during the fiscal year------------- 5, 000. 00 aAll allotted prior to September 30, 1908, FORTIFICATIONS. 19 SSUPPLIES FOR SEACOAST DEFENSES." July 1, 1907, balance unallotted. ----------------------------- $5, 521.00 May 27, 1908, appropriated --------------------------------- 44, 500.00 50, 021.00 June 30, 1908, net allotments during the fiscal year-------------- 5, 510. 96 July 1, 1908, balance unallotted-----------------------------44, 510. 04 July 1, 1908, amount pledged-------------------------------44, 510. 04 P "SEA WALLS AND EMBANKMENTS. July 1, 1907, balance unallotted-----------------------------$6, 212.66 May 27, 1908, appropriated------ -------------------- 50, 000. 00 56, 212. 66 June 30, 1908, net allotments during the fiscal year ------------- 39,167. 77 July 1, 1908, balance available for emergencies during the fiscal year-------------------------------------------------17, 044. 89 " PRESERVATION AND REPAIR OF TORPEDO STRUCTURES." July 1, 1907, balance unallotted------------------------------ $284.73 May 27, 1908, appropriated- -------------------------------- 15, 000. 00 15, 284.73 June 30, 1908, net allotments during the fiscal year------------- 12, 363. 53 July 1, 1908, balance unallotted----------------------------- 2, 921.20 July 1, 1908, amount pledged---------------------------------400. 00 July 1, 1908, balance available------2-------------------------2, 521.20 " CASEMATES, GALLERIES, ETC., FOR SUBMARINE MINES." July 1, 1907, balance unallotted ---------------------------- $100, 199.17 May 27, 1908, appropriated--------------------------------175, 000. 00 275, 199. 17 June 30, 1908, net allotments during the fiscal year ------------- 201, 075.03 July 1, 1908, balance unallotted-----------------------------74, 124.14 July 1, 1908, amount pledged------------------------------ 73, 980. 84 July 1, 1908, balance available---------------------- ----------- 143.30 " FORTIFICATIONS IN INSULAR POSSESSIONS." For construction of seacoast batteries. July 1, 1907, balance unallotted----------------------------$504, 706. 26 May 27, 1908, appropriated-----------------------------1,354, 000. 00 1, 858, 706. 26 June 30, 1908, net allotments during the fiscal year ------------- 468, 314. 86 July 1, 1908, balance unallotted -- ------------------------ 1, 390, 391.40 July 1, 1908, amount pledged ------------------------ 1, 390, 391.40 For electrical installationsat seacoast fortifications. May 27, 1908, appropriated ------------------------------- $135, 000.00 June 30, 1908, net allotments during the fiscal year-------------- 7, 426.00 July 1, 1908, balance unallotted--- ......... 127, 574. 00 July 1, 1908, amount pledged - -- 75, 557. 60 July 1, 1908, balance available -------------.--------..... 52, 016. 40 20 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For searchlights. July 1, 1907, balance unallotted ----------------------------- $17, 963.00 May 27, 1908, appropriated --------------------------------- 227, 500.00 245,463.00 June 30, 1908, net allotments during the fiscal year -------------- 18, 173. 00 July 1, 1908, balance unallotted--- .....--------------------------. 227, 290. 00 July 1, 1908, amount pledged -------------------------------- 227, 290. 00 For casemates, galleries, etc., for submarine mines. May 27, 1908, appropriated ------------------------------- $129, 000.00 June 30, 1908, net allotments during the fiscal year -------------- 232.16 July 1, 1908, balance unallotted ----------------------------- 128, 767. 84 July 1, 1908, amount pledged -------------------------------- 128, 767.84 For sites, Hawaiian Islands. July 1, 1907, balance unallotted ---------------------------- $151, 425. 51 June 30, 1908, net allotments during the fiscal year -------------- 36, 997.50 July 1, 1908, balance unallotted ----------------------------- 114, 428. 01 July 1, 1908, amount pledged-- ------------------------------ 114, 428.01 For sites, Philippine Islands. May 27, 1908, appropriated --------------------------------- $5, 000.00 July 1, 1908, amount pledged--------------------------------- 5, 000.00 " FIRE CONTROL IN INSULAR POSSESSIONS." July 1, 1907, balance unallotted ----------------------------- $75, 000.00 June 30, 1908, net allotments during the fiscal year -------------- 75, 000.00 (NOTE.-The sum of $75,000, from the act'of May 27, 1908, was assigned to the Chief of Engineers by the Secretary of War on July 2, 1908. This amount was pledged prior to September 30, 1908.) ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1909-10 FOR FORTIFICATIONS. Gun and mortar batteries: For construction of gun and mortar batteries- -$5, 064.00 For modernizing older emplacements ---------- 500, 000.00 $505, 064. 00 Electrical installations at seacoast fortifications ---------------- 984, 253.00 Sites for fortifications and seacoast defenses ------------------- 250, 000. 00 Searchlights for harbor defenses ---------------------------- 907, 000.00 Preservation and repair of fortifications ---------------------- 300, 000.00 Repair and protection of defenses of Pensacola, Fla.: For sea walls ---------------------------------------- 507,100.00 Repair and protection of defenses of New Orleans, La------------ 40, 000.00 Plans for fortifications -------------------------------------- 5, 000.00 Supplies for seacoast defenses -------------------------------- 64, 500.00 Sea walls and embankments -------------------------------- 145, 914.00 Sea walls, defenses of Galveston, Tex.: For Fort Travis -------------------------------------- 440,000.00 Preservation and repair of torpedo structures------------------ 50,000.00 Casemates, galleries, etc., for submarine mines ----------------- 289, 964.00 Fortifications in insular possessions: For seacoast batteries- Honolulu and Pearl Harbor -------------- $449, 400.00 Manila, P. I ------------------------- 2, 369, 000. 00 For installation of electric plants- Honolulu and Pearl Harbor -------------- 14, 469.00 Philippine Islands ---------------------- 216, 169.00 For searchlights- Pearl Harbor and Honolulu 112, 800. 00 Philippine Islands ......... 81, 600. 00 3, 243, 438. 00 Total_.---------- ---------------------- 7, 732, 233. 00 ENGINEER DEPOTS. 21 ENGINEER DEPOTS AT WASHINGTON BARRACKS, DISTRICT OF COLUMBIA, FORT LEAVENWORTH, KANSAS, AND FORT MASON, CALIFORNIA. Officers in charge: Depot at Washington Barracks, Maj. E. Eveleth Winslow, Corps of Engineers, until August 1, 1907, and Lieut* Col. William C. Langfitt, Corps of Engineers, since that date; depot at Fort Leavenworth, Maj. Thomas H. Rees, Corps of Engineers, and depot at Fort Mason, Capt. Meriwether L. Walker, Corps of Engi- neers, until July 5, 1907; First Lieut. Jarvis J. Bain, Corps of Engi- neers, until September 16, 1907; First Lieut. Clarence H. Knight, Corps of Engineers, until April 30, 1908, and Capt. Francis A. Pope, Corps of Engineers, to the end of the fiscal year. ENGINEER DEPOT) WASHINGTON BARRACKS. This depot is the repository for part of the military bridge equipage of the Army; for miscellaneous military engineering tools, supplies, and materials of all kinds, and for astronomical, surveying, drafting, and reconnaissance instruments and supplies used by the Army and by officers of the Corps of Engineers on public works, both military and civil. It purchases and issues military engineering tools and sup- plies and serves particularly as an exchange for engineer instruments of all kinds, receiving them from the Army or public works, caring for them while in store, causing to be made the necessary repairs, reis- suing them when required, and, so far as limited appropriations will permit, making purchases of such items as can not be supplied from store. The general work of the depot consisted of care of the property on hand, purchase of new articles, and shipment to troops of supplies as needed. The work this year is believed to have exceeded that of any previous one, the total weight of supplies shipped and received being estimated at approximately 350,000 pounds. The old building used for various shops pertaining to the depot and for other purposes connected with the Engineer School was demol- ished by the Quartermaster's Department, being on the part of the reservation assigned to the War College. As the shops are a most essential part of the depot, a new building should be provided for im- mediately. An estimate for this building is included in the estimates to be submitted to Congress at its next session. There is no available place on the post for the storage of the various wagons pertaining to the bridge trains, and the space available for the storage of miscel- laneous lumber and bridge material is far too small. These impera- tive needs of the depot should be attended to at an early date. Roughly estimated, the construction of such a shed for the protection of ponton wagons and other heavy bulky ponton material, and for protecting all sorts of lumber used at the depot for various purposes, would cost about $12,500; an estimate for this structure will also be included in the estimates to be submitted to Congress at its next session. ENGINEER DEPOT, FORT LEAVENWORTH. This depot is maintained for the purpose of issuing supplies to the battalion of engineers there stationed, and for the storage, repair, and manufacture of ponton materiaL 22 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The erection of two stables, two ponton sheds, one stable guard- house, and one shop building, by the Quartermaster's Department, completes the project inaugurated in 1902 for the engineer depot and park, and provides protection for two divisions of each of the re- serve Vnd advance-guard equipage, the horses, draft and pack mules of the companies, and the mules to haul one division of the reserve train. When the engines and machines are installed in the new shop build- ing, the shop will be well equipped for any kind of woodwork con- nected with the construction of ponton equipage (particularly advance- guard and reserve boats), and for repairs in both wood and iron. The shop was in operation from November 1, 1907, to June 30, 1908, en- gaged in the fabrication and repair of engineer equipment. During the first half of this period most of the shopwork consisted in repairs to equipment, necessitated by the service of the battalion in Cuba from February 10, 1907, to June 7, 1907, and at Fort Riley, Kans., from September 1, 1907, to October 12, 1907. During the latter half of the period a large number of chess, balk, and trestles were con- structed. With the exception of the wagons of the ponton equipage, all property carried on the depot property return is in excellent con- dition and ready for immediate and hard use. When the 15 new chess wagons and 20 new ponton wagons are received the depot will be able to turn out 4 divisions of ponton equipage (2 advance and 2 reserve) in excellent condition, and the greater part of a supply division as well. The greatest need now is suitable lumber to build reserve ponton boats. ENGINEER DEPOT, FORT MASON. The ponton equipment was put in serviceable condition. No ma- terial for balk or chess was purchased, as the material for the same was received from Maj. IH. M. Chittenden, Corps of Engineers, and has been almost worked up and put in condition for use. Some of the old balk are now in a very poor condition, and will soon be put before an inspector with a view to having them condemned. All of the pon- ton train has received a very good overhauling and painted, and is now in very fair condition. The depot was maintained, enlisted men being employed on extra duty as overseer, mechanics, and photographer. The details of the operations of the depots, including purchase, issue, and care of all stores, will be found in the reports of the officers in charge. ENGINEER DEPOTS, 1908. Incidentals. Amount appropriated in the army appropriation act of March 2, 1907 ------------------------------- $11, 500.00 Amount received in payment for blue-print paper ... 4. 38 $11, 504.38 June 30, 1908, amount expended during fiscal year ---------------- 9, 643.81 July 1, 1908, balance unexpended ------------------------------ 1, 860. 57 July 1, 1908, outstanding liabilities-_ 1, 860. 57 ENGINEER EQUIPMENT OF TROOPS. 23 Instruments. Amount appropriated in the army appropriation act of March 2, 1907- $5, 000. 00 June 30, 1908, amount expended during fiscal year -------. ----. 4, 906.93 July 1, 1908, balance unexpended ------------------------------- 93.07 July 1, 1908, outstanding liabilities ------------------------------ 93.07 ESTIMATES OF APPROPRIATIONS REQUIRED FOR THE ENGINEER DEPOTS FOR 1909-10. For incidental expenses of the depots, including fuel, lights, chem- icals, stationery, hardware, machinery, pay of civilian clerks, me- chanics, and laborers, extra-duty pay to soldiers necessarily em- ployed for periods not less than ten days as artificers on work in addition to and not strictly in the line of their military duties, such as carpenters, blacksmiths, draftsmen, printers, lithographers, photographers, engine drivers, telegraph operators, teamsters, wheelwrights, masons, machinists, painters, overseers, laborers, re- pairs of, and for materials to repair, public buildings and machin- ery, and unforeseen expenses ----------------------------- $20, 000.00 For purchase and repair of instruments, to be issued to officers of the Corps of Engineers and to officers detailed and on duty as acting engineer officers for use on public works and surveys ----------- 10, 000.00 Total --------------------------------------------- 30,000.00 (See Appendixes 2, 3, and 4.) ENGINEER EQUIPMENT OF TROOPS. By the act of Congress approved March 2, 1907, the sum of $40,000 was appropriated for the procurement of ponton material, tools, instruments, and supplies required for use in the engineer equip- ment of troops in the field. This appropriation was limited to the fiscal year 1908. With these funds engineering supplies were furnished, mainly through the United States engineer depots, for the various military divisions and departments in the United States and the Philippines and for the army of pacification in Cuba; the engineer troops were supplied, so far as possible, with the company equipment called for by General Orders, No. 9, Office, Chief of Engineers 1906; and the purchase and issue of reconnaissance outfits to military posts\ and organizations required by General Orders, No. 24, War Depart- ment, 1905, as amended by General Orders, No. 73, War Depart- ment, 1907, and General Orders, No. 113, War Department, 1906, was continued. The Engineer Field Manual, Professional Papers, No. 29, Corps of Engineers, mentioned in the last annual report, has been pub- lished, the six parts being put urder one cover. The manual is dis- tributed by the Second Section, General Staff. The 37 chess wagons under contract at close of last fiscal year were delivered and distributed to Manila, San Francisco, and Fort Leavenworth. Approximately $20,000 was allotted for the improvement of the authorized bridge equipage. Numerous repairs were made to the material on hand; 8 ponton wagons, 4 frames for canvas boats, 6 sets trestles, 6 saddle sills, and 9 abutment sills were constructed at the depot at Washington Barracks, where also was purchased the material for and completed 32 long and 78 short chess and 15 sills. 24 REPOIT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Contract was also entered into for 16 additional chess wagons to be delivered at an early date. The following experimental items of bridge equipment were also purchased: One se&ional steel ponton boat and one ponton tool wagon. The army appropriation act of May 11, 1908, provided $79,500 for the engineer equipment of troops during the fiscal year ending June 30, 1909. The expenditures from this fund will be made in accordance with estimates submitted to Congress. At the rate permitted by past appropriations, the work of sup- plying the Army with engineer equipment will take several years for completion. In certain lines of material, definite amounts and specifications have now been adopted and will probably not be changed in the near future. In addition, there are many items of equipment, such as field searchlights, new forms of ponton material, traction for engineer pack trains, etc., on which much development is still needed. For all these reasons the estimates for the next fiscal year are increased to $90,000. For details of expenditures under the appropriation for engineer equipment of troops see Appendixes 2, 3, and 4. ENGINEER EQUIPMENT OF TROOPs, 1908. Amount appropriated in the army appropriation act of March 2, 1907 -------------------------------- $40, 000.00 Amount received during year by settlements and de- posits in payment for property transferred, sold, and lost ------------------------------------------ 1, 166. 15 $41, 166.15 June 30, 1908, amount expended during fiscal year --------------- 24, 073.29 July 1, 1908, balance unexpended ---------------------------- 17, 092. 86 July 1, 1908, outstanding liabilities --------------------------- 17, 082.46 Balance to revert to Treasury ---------------------------------- 10.40 CIVILIAN ASSISTANTS TO ENGINEER OFFICERS. By act of Congress approved March 2, 1907, the sum of $25,000 was appropriated for civilian assistants to engineer officers serving on the staffs of division, corps, and department commanders, to enable them to secure the services of surveyors, draftsmen, photographers, master laborers, and clerks during the fiscal year 1908, and the same amount has been appropriated for the fiscal year 1909. These funds have been applied to the purpose for which appropriated; the sum of $24,285.22 was expended during the fiscal year 1908, and a balance of $714.78 reverted to the Treasury. A marked increase in map work performed under the chief engi- neer officer, Philippines Division, made necessary a large allotment to that division of funds withdrawn from the various military de- partments in the United States, which caused embarrassment in the work of the chief engineer officers of military departments in the United States. Formerly there were only 5 offices, corresponding to the 5 chief engineer officers of geographical divisions. The abohsh- ment of the United States geographical divisions and the creation of RIVER AND HARBOR IMPROVEMENTS. 25 9 military departments in lieu thereof has increased the number of chief engineer officers to 10, and an increase in the number of skilled surveyors and draftsmen has necessarily resulted. Based upon reports received from these departments and the Phil- ippines Division, it is estimated that $40,000 is the least amount which will enable the chief engineer officers to satisfactorily perform their duties, and an estimate of this amount is therefore submitted. RIVER AND HARBOR IMPROVEMENTS. Appropriations.-Thefunds with which the works for the improve- ment of rivers and harbors were prosecuted during the past fiscal year were derived from the appropriations made by the river and harbor act approved March 2, 1907, the sundry civil acts approved March 4, 1907, and May 27, 1908, from such appropriations as have been pro- vided by other general acts and by special acts of Congress, and from the available balances of former appropriations. The following works are provided for by permanent appropria- tions: Removing sunken vessels; operating and care of dredge boats on upper Mississippi River; removing obstructions in Mississippi River; gauging waters of the Mississippi River and its tributaries; examinations and surveys at South Pass, Mississippi River; mainte- nance of South Pass channel, Mississippi River; operating snag boats on Ohio River; operating and care of canals, etc.; support and main- tenance of the Permanent International Commission of the Congresses of Navigation. Status of works.-Statements derived from the reports of the offi- cers in charge of the various works, and given herewith, set forth the condition of each improvement and the extent of the work performed during the past fiscal year. Expenditures.-The total amount actually expended under the di- rection of the Chief of Engineers in connection with the improvement of rivers and harbors during the fiscal year ending June 30, 1908, is as follows: Rivers and harbors (general, including examinations, surveys, and contingencies) ____ $23, 398,969. 23 Removing sunken vessels _---- 50, 380.08 Operating snag and dredge boats on upper Mississippi and Illinois rivers 25, 000.00 Removing obstructions in Mississippi River 97, 889.35 Gauging waters of the Mississippi River and its tributaries 9, 251.10 Maintenance of South Pass channel, Mississippi River .... 132, 194.39 Examinations and surveys at South Pass, Mississippi River -. 10,450.00 Operating snag boats on Ohio River- - ------- - 37, 063.40 Operating and care of canals, etc------------------------- 1, 588, 330.89 Prevention of deposits in New York Harbor---------------- 89, 315.45 California Debris Commission (expenses)---------------- 14, 426.96 Permanent International Commission of the Congresses of Navi- gation----- -------------------------------------- 1, 554. 50 International Waterways Commission----- 19, 455.96 25, 474, 281.31 This amount does not include the following: Expenditures under Mississippi River Commission----------- $2, 777, 691.83 Enlargement of Governors Island, New York Harbor ----------- 172, 827.57 Reclamation of Quarantine Island, Honolulu, Hawaii ----------- 3, 628.46 Destruction of ice gorge in Missouri River__--------------------- 22.46 Piers, Hampton Roads, Jamestown Exposition__ ----------------- 185, 846.84 8.140, 017.16 26 REPORT OF THE CHIEF OF ENGINEELRS, U. S. ARMY. Expenditures have also been. made, as follows, from funds con- tributed by States, municipalities, and private parties: Contributed by citizens of St. Joseph, Mo., for improvement of Missouri River ----------------------------------------- $6,840.69 Contributed by Twin City Rapid Transit Company and city of St. Paul, Minn., for construction of bridge over Mississippi River at Fort Snelling ---------------------------------------- 24, 961.12 Contributed by State of Washington for improvement of Snake River, Wash ------------------------------------------- 47, 377.31 Contributed by State of Washington for improvement of Columbia River above Celilo, Wash ------------------------------- 13, 159. 66 Contributed by railroad companies for improvement of Missouri River at Elwood, Kans ----------------------------------- 36, 679. 69 Contributed by railroad companies and private interests for im- provement of Puyallup Waterway, Tacoma, Wash -------------- 7, 798.95 136, 817. 42 Estimates.-The following estimates are submitted by the Chief of Engineers for the fiscal year ending June 30, 1910: Under continuing contracts -------------------------------- $20,479, 057 Rivers and harbors (general, including examinations, surveys, and contingencies) ----------------------------------------- 21, 464, 141 Under California Ddbris Commission (expenses) ----------------- 15, 000 Prevention of deposits in New York Harbor ---------------------- 155, 260 Enlargement of Governors Island, New York--------------------- 75, 000 In addition to the above, the Mississippi River Commission sub- mits an estimate amounting to $3,000,000, reduced in this office to $2,000,000. Engineer divisions.-The engineering works in charge of this office are arranged in divisions, and officers of the Corps of Engineers were assigned as division engineers to overlook these works, as follows: East of the Rocky Mountains: Northeast Division, Col. John G. D. Knight; Eastern Division, Col. D. W. Lockwood; Gulf Division, Col. E. H. Ruffner; Central Division, Col. G. J. Lydecker to Novem- ber 15, 1907, Col. Chas. E. L. B. Davis from November 15, 1907, to February 15, 1908, and Col. Win. T. Rossell since February 15, 1908; Lakes Division, Lieut. Col. W. L. Fisk since February 15, 1908; Northwest Division, Col. W. H. Bixby to February 14, 1908; Western Division, Col. W. H. Bixby since February 15, 1908. West of the Rocky Mountains: Pacific Division, Lieut. Col. John Biddle; North- ern Pacific Division, Lieut. Col. S. W. Roessler. IMPROVEMENT OF RIVERS AND HARBORS IN THE PORTLAND, 1A4NE, DISTRICT. This district was in the charge of Lieut. Col. Geo. A. Zinn, Corps of Engineers. Division engineer, Col. John G. D. Knight, Corps of Engineers. 1. Lubec Channel, Maine.-This channel lies between the eastern extremity of the State of Maine and Campobello Island, Canada. Originally the depth was about 5 feet at mean low tide and 2 feet at low water of spring tides. A project was adopted in 1879 which, as subsequently modified, pro- a channel 275 feet wide, increasing to 300 feet in the bends, and 12for vided feet deep at mean low tide. This project was completed in 1890, practically as proposed, at a cost of $168,954.68. The present project was adopted August 18, 1894, and its object was to widen the then existing channel to a least width of 500 feet, at 1UtlEtt ASThD tIAM301 IMIPRO0thMEXTS. 27 an estimated cost of $150,000. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1908, was $138,478.30. At the latter date the channel had been dredged to the full projected width and depth contemplated by the project of 1894. The work will probably be reasonably permanent, but examinations wil\ have to be made from time to time, when op- portunity offers, to determine this question. The maximum draft that can be carried is about 11.5 feet at mean low water; the mean variation in tide level is 18.2 feet. The channel, which is about 3 miles long, connects the roads above with the Atlantic Ocean, and is the convenient and direct approach to Lubec, Eastport, and St. Croix River from the westward. It is an international pas- sage, and the benefits from the improvement are almost entirely gen- eral. As the tidal currents are very strong and dense fogs prevail a large part of the time, the widening of the passage decreases the chances of stranding and collision. The commerce is reported as follows, in tons: 1898, 87,000; 1899, 126,700; 1900, 76,800; 1901, 165,000; 1902, 148,400; 1903, 127,000; 1904, 76,200; 1905, 86,000; 1906, 74,400; 1907, 65,950. For reports on examinations and surveys see page 279, Annual Report of the Chief of Engineers for 1879, and page 616, report for 1891. There were no expenditures during the fiscal year 1908. July 1, 1907, balance unexpended ------------------------------ $11, 567.02 July 1, 1908, balance unexpended ------------------------------- 11, 567. 02 (See Appendix A 1.) 2. Breakwater from Mount Desert to Porcupine Island, Bar Har- bor, Me.-The object of the breakwater is to protect the wharves of Bar Harbor and the anchorage in front of the town from the heavy seas of southerly gales. The present project is the original one, approved June 14, 1889, modified as to length of breakwater by the revised project of 1893. It provides for a breakwater of riprap stone, extending from Porcu- pine Island, a distance of 2,500 feet in a westerly direction, to a point about 600 feet from the low-water line of Mount Desert Island, the estimated cost being $420,200. The expenditures to June 30, 1908, were $206,002.70. By that date the breakwater had been raised to a height of mean high tide to a point about 1,859 feet from Porcupine Island. The width of top is 20 feet, and the side slopes are such as the rock natu- rally assumes-about 1 on 1. The estimate of cost was based on the expectation that 382,000 tons of stone would be required. Up to the present time 211,534 tons has been deposited. The beneficial effects resulting from the portion of the breakwater already built in protecting the wharves at Bar Harbor and the anchorage basin, which is extensively used by costly pleasure craft during the summer season, are appreciably felt, but in order to secure the desired protection at high water of spring tides it may be found necessary to raise the breakwater to a height of about 6 feet above mean high tide. The mean range in tides is 11.5 feet. The benefits to navigation are general in providing a harbor of refuge, and local in making it possible for boats to land at the 28 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. wharves at all times with safety. The only convenient method of transportation to and from Bar Harbor is by boat. The commerce for 1907 is given as 47,352 tons, principally coal, wood, and general merchandise. The total number of passengers was 110,585, but this included those for other points in Frenchmans Bay, it not being practicable to separate them. The new appropriation estimated for is to be Applied in extending the breakwater, in accordance with the project. For report on examination and survey, see Annual Report of the Chief of Engineers for 1887, page 481. July 1, 1907, balance unexpended ---------------------------- $30,210.82 June 30, 1908, amount expended during fiscal year, for works of im- provement --------------------------------------------- 16, 213. 52 July 1, 1908, balance unexpended ----------------------------- 13,997.30 July 1, 1908, outstanding liabilities --------------------------- 12, 751.51 July 1, 1908, balance available -------------------------------- 1, 245. 79 Amount (estimated) required for completion of existing project .. 200, 200.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908---- --------------------------------- 50,000.00 Submittetl in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 2.) 3. Harbor at Sullivan Falls, Maine.-Sullivan River has a length of about 6 miles and is the outlet of a large bay. About midway of its length a point of land projects to such extent as to reduce the width to about one-fourth that immediately above and below, and at this place the slope and velocity are such that the locality is termed "Sullivan Falls." The bottom is ledge, the higher portions forming dangerous obstructions to navigation. Hatchers rock, about midway of the narrow channel at the falls, had originally only about 6 inches of water over it at mean low tide. The mean range in tides is 11.5 feet. Under a project set forth in report of the district engineer dated December 10, 1870, and under appropriations based thereon, the sum of $35,000 was expended in removing three old piers, in excavating the obstructing ledges at the falls to a depth of 7 feet at mean low tide, and in replacing spindles on two rocks near the mouth of the river. This work was completed in 1875 and was of material benefit to navigation. The present project is that referred to in the river and harbor act of June 3, 1896, as the " approved project," and published in the Annual Report of the Chief of Engineers for 1891, page 619. It pro- vides for removing Hatchers rock and two other points of ledge to a depth of 10 feet at mean low tide, at an estimated cost of $35,000. The expenditures under the existing project to June 30, 1908, were $14,870.64, and the operations consisted in removing the entire area of Hatchers rock and about five-sixths of ledge " C" to a depth of 10 feet at mean low tide. About 70 per cent of the work covered by the project has been completed. To complete the present project the remaining part of ledge " C," containing about 67 cubic yards in situ, and ledge "B," containing 255.3 cubic yards in situ, will have to be removed. RIVLR AND HARBOR IMPROVEMENTS 29 The improvement not only increases the navigable depth, but also, by removing the cause of eddies and cross currents, has added to the length of time at each high and low tide during which vessels may pass through the rapids with safety. Vessels can not use the channel at low stages except when the tide is slack. This occurs after the tide has flowed about 2 feet, at which time vessels drawing 11 feet can pass through safely. The improvemenf may be regarded as permanent. The commerce for five years was as follows, in tons: 1902, 37,050; 1903, 45,700; 1904, 31,400; 1905, 42,100; 1906, 29,450. No statistics could be obtained for 1907. The commerce consists almost entirely of granite. It is proposed to apply the new appropriation estimated for in continuing the rock excavation in accordance with the project. For reports on examinations and surveys, see Annual Report of the Chief of Engint- r 1871, page 836; and page 619, report for 1891. July 1, 1907, balance unexpended ----------------------------- $129.36 July 1, 1908, balance unexpended ------------------------------ 129.36 Amount (estimated) required for completion of existing project_- 20,000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unex- pended July 1, 1908 10,000.00 .--------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 3.) 4. Union River, Maiue.-The navigable portion of the river extends from the head of Union Bay to the foot of the falls at Ellsworth, a distance of about 31 miles. Before improvement the channel was obstructed by a large deposit of slabs, edgings, and sawdust near Ellsworth, which practically sus- pended navigation except at high tide, by projecting ledges in the Narrows about three-fourths of a mile below the wharves at Ells- worth, by bowlders at several points along the channel, and by a broad, flat bar of sawdust and mud at the mouth. The first project for the improvement of the river is contained in the report of the district officer dated June 30, 1867, and provided for erecting beacons, removing sunken ledges and bowlders, and dredging mill waste near Ellsworth, so as to secure a depth of 3 feet at mean low tide, this being the available depth on the bar at the mouth of the river. This improvement was completed in 1873 with an expenditure of $30,000. A survey was made in 1889 under the provisions of the act of 1888, and a new project was submitted with a view to obtaining a depth of 6 feet at mean low tide from the wharves at Ellsworth to deep water in the bay. This depth was to be obtained by dredging mill waste near Ellsworth, by removal of ledge in the Narrows, and by dredging across the bar at the mouth of the river. To maintain the improved depth at the latter point the same project provided for the construc- tion of a training wall to concentrate the ebb flow in the channel. The project is described on page 462, Part 1, Annual Report of the Chief of Engineers for 1890. 30 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The act of June 3, 1896, appropriated $15,000 for beginning the improvement. This sum was expended in excavating to a depth of about 6 feet over a section of river about 3,000 feet long in the vicinity of the Narrows, and in carrying a single cut of the dredge to the same depth as far up as the wharves, to afford immediate relief to navigation. This single cut was partly filled with new deposit by the next freshet. By the act of March 3, 1899, the sum of $15,000 was appropriated and a contract was authorized for completing the improvement, at an additional cost of $115,000. Changes having occurred since the making of the survey upon which the project was based, a new survey was made in May, 1899, and a project for securing the completion of the improvement, with such changes in quantities as were shown to be necessary by the sur- vey, was approved by the Secretary of War June 28, 1899. This project, with some further modifications, was completed in 1902. The dredging at the mouth of the river and the removal of the ledge in the Narrows were accomplished, and the channel at Ells- worth, where the material was sawmill waste, was dredged, but the depth at the latter place was not expected to maintain because of the movement during freshets of material from the great deposits of mill waste at that locality. The expenditures to June 30, 1908, in connection with the last project have been $142,487.35, of which amount $385.99 was used during the past fiscal year in making a somewhat extended examina- tion of the improvement. The officer in charge reports that some shoaling has occurred at the mouth of the river and in a greater de- gree at Ellsworth, and submits an estimate df $15,950 for restoration or maintenance of the improvement. The mean range in tide is 11.5 feet. The commerce for 1907 is given as 15,395 tons, chiefly lumber, cement and lime, and coal, with an estimated value of $102,000. For reports on examination and surveys, see Annual Reports of the Chief of Engineers for 1867, page 501; 1890, page 458; 1897, page 800; 1898, page 839; and 1899, page 1026. July 1, 1907, balance unexpended -------------------------------- $2, 898.64 June 30, 1908, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 385.99 July 1, 1908, balance unexpended ------------------------------ 2, 512.65 July 1, 1908, outstanding liabilities ------------------------------ 79.05 July 1, 1908, balance available_ -------------------------------- 2,433.60 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 15,950.00 .------------------------ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix A 4.) 5. Bagaduce River, Maine.-This is a small stream that empties into Penobscot Bay at Castine, Me. The upper part of the river divides into two branches, one called Northern Bay and the other South Bay. Northern Bay, near South Penobscot, is a shoal sheet of water of about 700 acres area, the bottom of which for the greater RIVER AND HARBOR IMPROVEMENTS. 81 part is bare at low tide. Before improvement there was a narrow channel from Bridges Point to Bowden's wharf, which had a depth of less than 2 feet and was obstructed by ledges and bowlders near Winslows Island. The South Bay is obstructed by ledges at John- sons Narrows. Mean rise and fall of tide, 9.8 feet. The approved project is understood to be that published at page 398 of the Annual Report of the Chief of Engineers for 1888. Its object is to secure a channel 100 feet wide and 6 feet deep/at mean low tide from Bridges Point, Northern Bay, to Bowden's wharf, at an estimated cost of $45,000. The same project provides for remov- ing a small quantity of rock in the channel at Johnsons Narrows, at an estimated cost of $1,875. All work done has been in accordance with this project. About one-third of the work covered by the project may be said to have been completed. The expenditures to June 30, 1908, were $28,000. At that date there had been made, by dredging and the removal of rocks and bowlders, a channel 40 feet wide and 6 feet deep at mean low tide, except at Winslows Island, where a depth of only 4 feet has been secured. The total length of channel is about 4,000 feet. The improvement has been regarded as of doubtful public value, and it is only recently that any use has apparently been made of the dredged channel. A small power boat now makes ree lar trips from Castine, carrying passengers and freight. For reports on examinations and surveys, sr _al Reports of the Chief of Engineers for 1888, page 398; 11, page 724; and 1898, page 842. The new appropriation recommended is for continuing the excava- tion of the channel at Winslows Island. The tonnage for 1907 is given as 122,395 tons, but this includes the business of Castine, at the mouth of the river. The commerce of the Bagaduce proper is put at about 29,000 tons, with an estimated value of about $213,000. Amount (estimated) required for completion of existing project--- $18, 875.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement ----------------------- 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 5.) 6. Penobscot River, Maine.-Except the dredging of a sawdust bar opposite High Head, near Bucksport, Me., the improvements have been confined to a stretch of about 3 miles of the river at and below Bangor. Before improvement this part of the river was obstructed by ledge, bowlders, and mill waste to such extent as to afford a safe available depth of only about 6 feet at extreme low tide. The mean range in tides is 13.1 feet. The head of navigation is at Bangor; from thence to the head of the bay is about 27 miles. The first project was approved August 22, 1870, and called for a depth of 12 feet at lowest tides for a width of 150 feet over 31 miles of river at and below Bangor. There was expended $198,300. After a survey, ordered by the act of September 19, 1890, the project was modified and extended to include a depth of 11 feet at extreme low tide for a width of 360 feet in Bangor Harbor; to widen, 82 REPORT OF THE OCHIEF OF ENGINEERS, U. S. ARMY. straighten, and deepen the channel near Crosbys Narrows and Sterns's mill to a depth of 12 feet at extreme low tide, and to secure a depth of 22 feet at mean low tide between Bucksport and Winter- port, at an estimated cost of $440,000. March 3, 1899, the project was again extended by providing for removal of ledge in front of the Boston and Bangor Steamboat Company's wharf at Bangor and for deepening the basin of Kenduskeag stream at its junction with the Penobscot, and $28,000 was appropriated for the work. The re- sults contemplated under these appropriations are regarded as prac- tically accomplished. By the act of March 2, 1907, Congress adopted a further project for an additional width at Bangor, varying from 100 to 300 feet for a length of nearly 2,000 feet, the depth to be 11 feet at extreme low tide (14 feet at mean low water). The estimated cost of this work is $130,000. The expenditures under the modified and enlarged project (since 1890) have been $170,608.69, and the object of the projects has been virtually secured down to that of March 2, 1907, though all the work estimated for has not been carried out. The available depths are as follows: Bangor Harbor, 14 feet at mean low tide or 11 feet at extreme low tide; at Sterns's mill and Crosbys Narrows, 15 feet at mean low tide or 12 feet at extreme low tide. The shoal at Frankfort flats was dredged to 22 feet at mean low tide and, so far as known, has given no trouble since. At High Head, above Bucksport, the material is soft and shifting; no per- manent good can be accomplished by dredging, and, as the shoal is not dangerous, no further work is recommended. No work was done during the fiscal year 1908. Proposals were opened May 7, 1908, but the prices were regarded as excessive and the work is to be readvertised. The project for widening the channel at Bangor, adopted in 1907, is to satisfy a demand for an increase in harbor capacity. For list of examinations and reports, see Annual Report of the Chief of Engineers for 1906, page 25. The existing project for additional width at Bangor is printed in House Document No. 739, Fifty-ninth Congress, first session. The tonnage for 1907 is given as 451,806 tons, of which about 258,000 tons was coal, and about 103,000 tons lumber. A conservative estimate of the value of the commodities is $2,480,411.20. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended ---------------------------- $8, 500.00 July 1, 1908, balance unexpended ----------------------------- 8, 500. 00 AT BANGOR. July 1, 1907, balance unexpended --------------------------- $130,000.00 June 30, 1908, amount expended during fiscal year, for works of improvement -------------------------------------------- 1,108.69 July 1, 1908, balance unexpended -------- ------------------- 128, 891. 31 (See Appendix A 6.) 7. Rockland Harbor, Maine.-The wharves are located on the shores of three coves, formed by two projecting points of land on the western side of the harbor, known as Crocketts Point and Atlantic RIVER AND HARBOR IMPROVEMENTS. 33 Point. The general direction of the wharf frontage is north and south, and the length of frontage is about 800 feet. Before improve- ment depths in front of the wharves increased very slowly. All the wharves except those at the end of Crocketts Point and Atlantic Point extended only a short distance beyond the low-water contour, a high Smean range in tide, which at this point is 9.6 feet, being relied upon to give access to moderate and light draft vessels at high tides. The entrance to the harbor from the east has a width of about 9,000 feet. Before improvement the anchorage in front of the wharves, vessels lying at the wharves, and the wharves themselves were endangered by heavy seas during easterly gales. The first improvement undertaken was to render it a safe harbor of refuge for coastwise shipping, and incidentally also to protect the wharves as far as possible from '- vv seas. To accomplish this a project was adopted in 1881 in wh .,o breakwaters were contem- plated, one extending south from Jamesons Point, the other a de- tached breakwater nearer to and opposite the principal wharves in the town; both to be raised in the first instance to the level of mean tide, but with the expectation that a further raising would be neces- sary as experience might dictate. In 1886 this project was amended so as to raise the height of the breakwater at Jamesons Point to the level of mean high tide. In 1890 it was again amended so as to eliminate the detached breakwater and to provide for extending farther south than was first conter plated the breakwater at Jamesons Point. By the act of June 3, 1896, Congress adopted a project for dredging the inner harbor in the vicinity of the wharves to depths ranging from 4 feet to 13 feet at mean low tide and for removing two danger- ous ledges, one occupying a central position in the harbor, which was to be cut down to the depth of 22 feet at mean low tide; the other, less centrally located, was to be removed to a depth of 14 feet. The estimated cost was $403,000. By the same act this project was com- bined with that for the breakwater as one project, and authority was given for completing the whole under the continuous-contract system, at an estimated expenditure of $1,036,000. The dredging was finished in May, 1901; the removal of ledge in the fall of 1901. The breakwater was also completed to the height and slopes contemplated before the close of the same season. The sea slope of the breakwater did not maintain its status under the heavy winter gales and ice, and during the succeeding four years 52,372 tons of heavy riprap was placed on it. This was for improve- ment rather than maintenance, as it was to be expected that some work would be necessary from time to time until the slopes assumed a state of rest. The total expenditures to the close of the fiscal year 1908 were $920,025.79. The benefits resulting are that the breakwater affords a safe and extensive anchorage and harbor of refuge. The removal of ledges has increased the available anchorage area, and the dredg- ing affords access to the wharves by vessels of greater draft. The project is regarded as completed, subject to any work that may be needed from time to time until the slopes of the breakwater have assumed a condition of permanence. 57101-ENG 1908----3 34 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1893, page 729, and report for 1896, page 581. The business for 1907 was 556,250 tons, of which 115,000 tons was coal, and 250,000 tons lime. The value of the commodities is esti- mated as $2,580,214. The direct effect on freight rates can not be definitely stated, but the improvement has provided a commodious harbor of refuge, in addition to keeping pace with the local demand for better facilities. July 1, 1907, balance unexpended -_-- _ -- $5, 474. 21 July 1, 1908, balance unexpended -- 5, 474. 21 (See Appendix A 7.) 8. Sasanoa River, Maine.-Originally this stream was much ob- structed in the vicinity of Upper Hell Gate. The channel at and near that place was crooked and narrow, and was obstructed by dan- gerous ledges, the shoalest of which had not more than 3 feet of water over it at mean low tide. Between 1870 and 1881 the sum of $45,500 was appropriated, and the navigation was much improved by rock excavation, dredging, and the construction of a small jetty. By act of June 3, 1896, a new project was adopted for widening the channel at Upper Hell Gate to 125 feet, with a depth of 12 feet at mean low tide, by ledge excavation; for dredging to the same depth at Carletons ledges, and for constructing a small jetty at the Camp Ground, at an estimated cost of $19,000, which amount was appro- priated by the same act. This project was completed in 1898 at a cost of $11,987.69. The present project submitted by the Board of Engineers for Rivers and Harbors, February 7, 190~, is to increase to a width of not less than 140 feet the channel 90 feet wide made under the first proj- ect through the ledges southeastwardly of Upper Hell Gate, and to remove Flat rock, all to the depth of 12 feet at mean low tide. This project was adopted by the act of March 2, 1907, which contained an appropriation of the entire estimated cost, viz, $44,000. The expenditures under the existing project to June 30, 1908, have been $6,230.87. The work has been placed under contract and about one-fourth of the ledge excavation has been accomplished. The Sasanoa is a tidal river or thoroughfare about 9 miles in length, connecting the Kennebec River at Bath, Me., with Sheepscot River. It is navigable throughout its entire length, and has about 12 feet depth at mean low tide over the shoalest parts. The mean range of tide in the vicinity of the proposed improvement is about 8.5 feet. The business for 1907 is given as 3,161 tons, having an estimated value of about $125,000. The number of passengers carried was 68,616. The effect on freight rates can not be stated in a definite way, but the improvement permits the use of larger vessels necessary to accom- modate the increasing travel and renders the passage less dangerous. For reports on examinations and surveys, see Annual Reports of the Chief of Engineers for 1867, page 499; 1895, page 593; for map, report for 1880, page 334. RIVER AND HARBOR IMPROVEMENTS. 35 July 1, 1907, balance unexpended --------------------------- $43, 541.95 June 30, 1908, amount expended during fiscal year, for works of improvement -- ----------------------------------------- 5, 772.82 July 1, 1908, balance unexpended ---------------------------- 7, 769.13 July 1, 1908, outstanding liabilities --------------------------- 4, 926.07 July 1, 1908, balance available ------------------ ----------- 32, 843.06 July 1, 1908, amount covered by uncompleted contracts ----------- 19, 570.00 (See Appendix A 8.) 9. Kennebec River, Maine.-Before improvement the main chan- nel of the river between the foot of Swan Island and Gardiner was obstructed by shoals near Beef rock, with only 10 feet of water at mean low tide, by dangerous sunken ledges in Lovejoy Narrows, by a shoal below South Gardiner, with only 8 feet on it at mean low tide, and by a ledge at Nehumkeg Island. The steamboat channel to the west of Swan Island (at Hatchs rock) was obstructed by a shoal over which there was only 7 feet of water, and the channel between Gardiner and Augusta, a distance of 61 miles, was obstructed by shoals which gave a navigable depth of only 31 feet in low summer tides. Appropriations for minor improvements were made at various times between 1827 and 1852. In 1866 a project was begun for improving the upper part of the river, with a view to obtaining a channel 7 feet deep and 100 feet wide at low water. This project, with modifications, was completed in 1877, and resulted in obtaining a channel 10 feet deep at mean low tide and not less than 100 feet wide in its lowest summer stages as far up as Gardiner, and a depth of 61 feet at low tide and width of 100 feet from Gardiner to Augusta. The channel west of Swan Island, being obstructed by shoal water (8 feet at mean low tide) and a too narrow channel at the head of the island, by shoal water at Hatchs rock, below Richmond, and by a very narrow channel 30 feet wide at the foot of the island, was im- proved by dredging in 1881-1883, so as to give a channel 175 feet wide and 11 feet deep at the foot of the island and a channel of about 80 feet width and 10 feet depth at Hatchs rock and the head of the island. The river and harbor act of 1886 provided for a new survey of the river from Bath to Augusta. This survey was made in 1887, and a project embracing dredging, rock excavation, and contraction works was submitted for the further improvement of the river. In 1892 this project was revised to secure depths as follows: Thirteen feet at mean low tide as far up as Sands Island, 12 feet thence to Hinckleys shoal above Gardiner, and 10 feet thence to Augusta, at an estimate cost o $388,500. This project was approved August 19, 1892, and was essen- tially completed in 1898. The total expenditures upon the river to June 30, 1908, under the projects above enumerated, were $487.850. The improved channel obtained under the above projects has suf- fered some loss of available depth by the deposits brought down by freshets. This shoaling has been most marked in the stretch of 61 miles of river between Gardiner and Augusta, the further improve- 86 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment of which is provided for by the river and harbor act approved June 13, 1902, which appropriated $40,000 and authorized a continu- ous contract for the completion of the project. The last project is published at page 1121 of the Annual Report of the Chief of Engi- neers for 1900, and proposes a widening of the channel from Gardiner to Augusta to 125 feet and a cleaning out of the old dredged channel and its further deepening to 16 feet at mean high water, or 11 feet at mean low water. The expenditures under the project of 1902 have been $44,308.70. All the work covered by the project is under contract and about 66 per cent of it has been accomplished. The total estimated amount ($81,000) to complete the project has been appropriated. It is pro- posed to continue work under the present contract until the project is completed. A project for improvement between the mouth and Gardiner was adopted by the river and harbor act of March 2, 1907, and is designed to obtain, by dredging and ledge excavation, channels through the shoals between the foot of Swan Island and Gardiner at least 150 feet wide and of such depths that for a vessel passing up the river at the usual speed on the flood tide and timed to reach Gardiner at high water the available depth would at no point be less than 20.5 feet. The depth over ledge is to be 1 foot greater than this. Two training walls are to be repaired and one of them lengthened 700 feet. The cost of the project is estimated at $275,000. The act placed the project under the continuous-contract system. Appropriations amounting to $161,500 have been made, leaving $113,500 yet to be supplied. Expenditures under this project have been $10,554.95. Contracts have been made for the dredging and jetty work, leaving the ledge excavation yet to be provided for. Rather more than one-third of the work on the jetties has been ac- complished, and the dredging has been commenced. It is proposed to apply the new appropriation asked for in con- tinuing the improvement of the river from the mouth to Gardiner. While some advantage will be had from increased depths as the work advances, no important measure of relief can be expected from the dredging until all the shoals have been cut through. The mean rise and fall of tides at Bath is 6.9 feet; at Gardiner 5.1 feet; at Augusta 4.3 feet. Augusta is the head of navigation and is about 44 miles above the mouth of the river. Probably not more than 7 feet at mean low tide could be carried up from Gardiner to Augusta, which is the shoalest part of the stream. For reports on examinations and surveys see Annual Reports of the Chief of Engineers for 1867, page 488; 1881, page 479; 1888, page 412; 1892, page 541, and 1900, page 1121, and House Document No. 321, Fifty-ninth Congress, second session. The commerce for 1907 amounted to 329,582 tons, the value of which has been estimated at $1,523,691. These statistics show a marked decrease for the year in ice and lumber. But little ice was cut during the winter 1907-8. While the use of the river for transportation purposes has some value in a competitive way, the principal effect on freight rates is due to the increased depths, permitting the use of larger vessels for RIVER AND HARBOR IMPROVEMENTS. 87 handling such commodities as coal, ice, and lumber, which demand cheap transportation. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended --------------------------- $12, 500.00 July 1, 1908, balance unexpended --------------------------- 12, 500.00 BETWEEN GARDINER AND AUGUSTA. July 1, 1907, balance unexpended ---------------------------- 62,910.65 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------- 26, 219.35 July 1, 1908, balance unexpended ---------------------------- 36, 691.30 July 1, 1908, outstanding liabilities -------------------------- 10, 593.12 July 1, 1908, balance available ------------------------------ 26, 098.18 July 1, 1908, amount covered by uncompleted contracts...----------- 25, 994.84 FROM THE MOUTH TO GARDINEIL July 1, 1907, balance unexpended ------------------------------- 74, 996. 29 Amount appropriated by sundry civil act approved May 27, 1908- 86, 500.00 161, 496.29 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------- 10, 551.24 July 1, 1908, balance unexpended 150, 945.05 July 1, 1908, outstanding liabilities ------------------------- 11, 116.47 July 1, 1908, balance available ----------------------------- 139, 828. 58 July 1, 1908, amount covered by uncompleted contracts ---------- 168, 506. 51 Amount (estimated) required for completion of existing project.... 113, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unexpended July 1, 1908 - -------------------------------- 113, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 9.) 10. PortlandHarbor,Maine.-The entrance to the main part of the harbor of Portland, or the anchorage, has always been good, but before improvement the approach to the inner harbor was obstructed by a shoal known as the Middle Ground, over which the depth was only from 8 to 10 feet at mean low tide, while between it and Stam- ford ledge the greatest available depth was only 16 feet. The best part of the wharf front was exposed to swell from the main entrance, which sometimes made it dangerous for vessels to lie at the docks, and along this front the depth was in some places as shallow as 4 feet. The first work of improvement undertaken by the Government was the construction of the breakwater. This was begun as early as 1836. It was completed in 1874. The work of deepening the harbor was begun under the act of Con- gress of 1868, the plan of improvement being to excavate a channel 300 feet wide and 20 feet deep at mean low tide through the southern slope of the Middle Ground and to remove the bar off the Grand Trunk Railroad wharves to the same depth. 88 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project was modified in 1870 so as to provide for a channel 400 feet wide, and again in 1871 so as to provide for a channel 500 feet wide. In 1872 further modifications were made by including in the project the dredging of Back Cove and the dredging of the inner harbor up to the harbor commissioner's lines to a depth of 16 feet at mean low tide. The project, modified as above described, excepting some dredging in the inner harbor, was completed by 1876. Between 1881 and 1885 the Middle Ground was removed to a depth of 21 feet at mean low tide. A further deepening of a portion of the harbor to 29 feet at mean low tide was next begun under the project of 1886. To this was sub- sequently added, in 1890, a small amount of dredging in the upper part of the harbor. In 1894 the project was extended to cover the widening of the upper part of the 29-foot area and the dredging of a channel 25 feet deep to connect the deep water in the lower part of the harbor with deep water in the upper part. This work was completed in 1894. By the act of June 3, 1896, Congress adopted a project for dredging to 30 feet at mean low tide over the greater part of the harbor, at an estimated cost of $770,000, and included in the project the further improvement of Back Cove at a combined estimate of $946,250. The same act appropriated $20,000 for beginning work, and authorized the making of a contract for its completion. The latter project was completed in 1902, at a cost which was about $253,000 less than the estimate. By the sundry civil act of March 3, 1905, Congress authorized an amendment to the project by which the 30-foot channel is to be continued up Fore River as far as the Boston and Maine Railroad bridge, a channel of entrance to Back Cove dredged to the same depth, the width in each case to be about 300 feet, and a small area on the south side of the harbor, in front of the old dry dock, also to be dredged. The total expenditures up to the close of the fiscal year ending June 30, 1908, have been $1,480,501.75-$576,477.05 under former projects and $904,024.70 under the existing one. The various projects have been completed excepting the amendment of 1905, under which work was commenced the last day of October, 1905, and which is due to be finished probably within six weeks, the only work remaining to be done being at the upper end of the Fore River channel at and above Vaughan bridge. There are no silt-bearing streams emptying into Portland Harbor, and the improved depths obtained under the project will be prac- tically permanent. The maximum draft that can be carried to the wharves in Portland Harbor at mean low tide is 30 feet and to the wharves in Back Cove about 11 feet. The mean range in tide is 8.8 feet. Two principal advantages have followed this large improvement. A large and well-sheltered deep-water anchorage has been created under the shelter of the breakwater, and the trans-Atlantic vessels can arrive and depart from their docks at the lowest stages of tide. The portion of the harbor in which most of the dredging has been done is the lower part of so-called Fore River. This river is crossed by four bridges. Going up the harbor these are: (1) Portland bridge; (2) bridge of the Boston and Maine Railroad, Eastern Divi- sion; (3) Vaughan bridge, belonging to city; (4) bridge of Boston RIVER AND HARBOR IMPROVEMENTS. 39 and Maine Railroad, Western Division. Portland bridge has a draw 65 feet wide and admits vessels of the largest class coming to Port- land. The next bridge has recently been reconstructed, with a draw opening of 60 feet, and the city of Portland has about completed the reconstruction of the third bridge, with an opening of not less than 60 feet. The improvement in the bridges and the new channels will afford great relief to the coal trade and other deep-draft commerce, which has been much hampered and retarded by lack of room and sufficient water. For reports on examinations and surveys, see Annual Reports of the Chief of Engineers for 1886, page 541; 1893, page 735; 1901, page 1009, and House Document No. 445, Fifty-ninth Congress, first session. The commerce for 1907 is given as 3,246,863 tons, of which more than one-half was coal. It is impracticable to make an accurate state- ment as to the value of these commodities, but a conservative estimate places it at $36,719,676.60. It is impracticable to make a definite statement as to the effect of the improvement on freight rates, but a large trans-Atlantic business has been greatly helped, and the capacity of the harbor has kept pace with the increase in size and draft of vessels used in the coal traffic, with the accompanying saving in cost of transportation. July 1, 1907, balance unexpended ----------------------------- $130, 283.35 Received from sales 3. 00 130, 286.35 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------------- 88,058.05 July 1, 1908, balance unexpended_-------------------------------- 42, 228. 30 July 1, 1908, outstanding liabilities ----------------------------- 20, 770. 80 July 1, 1908, balance available ---------------------------------- 21,457.50 July 1, 1908, amount covered by uncompleted contracts------------ 4, 050. 00 (See Appendix A 10.) 11. Saco River, Maine.-In its original condition Saco River had a very winding course with abrupt bends and narrows, which, with its sunken rocks and ledges, presented many difficulties of naviga- tion. The depth on the bar was only 2 feet at mean low water. The original projects appear to have been- (1) From 1824 to 1827, for the erection of piers, placing beacons and buoys, and removing obstructions near the entrance to the harbor. Under this project 12 piers of timber and stone were built, 10 in the river to mark sunken rocks and to facilitate navigation by sailing vessels, and 2 outside the mouth designed, but without success, to create a channel through the bar. The construction and maintenance of these works cost, 1824-1827, $12,000. (2) Adopted by the act of June 23, 1866, to construct a breakwater 2,915 feet long connecting the two outside piers, and to repair the river piers and improve the channel. Under this project, completed in 1874, the channel in the river and through the bar was improved, and a breakwater built on the north side of the channel 4,200 feet long and 10 feet high above mean low water, at an expense of $162,271.75. 40 REPORT OF THE CHIEF OF ENGINEERS. U. S. ARMY. The existing project is the consolidation by the act of September 19, 1890, of the project adopted in 1884 for repairing the breakwater, extending it 2,200 feet to Sharps ledge, building a stone jetty on the south side of the channel, and dredging between the jetties, at an esti- mated cost of $356,500; and the project adopted in 1886 for improv- ing the river to Saco, 5 miles above its mouth, to the depth of 6 feet at mean low water, estimated to cost $50,000, amounting to $406,500. About 43 per cent of this project has been completed, i. e., all except the extension of the breakwater to Sharps ledge, which is estimated to cost $200,000 and upon which no work has been done. In order to maintain the desired depth the extension of this breakwater will be necessary to stop the influx of sand from the north. Possibly the full extension proposed will not be required. On June 30, 1908, there had been expended on this consolidated project $172,258.37. An examination made in 1900 showed that 32 feet at mean low water was the maximum draft that could then be carried over the bar, the shoalest part of the locality under improve- ment. No examination has since been made from which the depth can be given to June 30, 1908. The mean range of tides is 8.8 feet. The head of navigation is at Saco and Biddeford, on opposite sides of the river, to which towns, about 5 miles above the bar, the river is navigable in fact. The commerce for 1907 amounted to 46,120 tons, principally coal, of an estimated value of $242,679. A description of the harbor and of the earliest improvements is published in the Annual Report of the Chief of Engineers for 1866, page 188. The present project for improvement at the river's mouth is published in the report for 1884, page 484, and for improving the river above the bar in the report for 1886, page 552. It is proposed to apply the available balance and the appropriation recommended to extending the breakwater toward Sharps ledge. July 1, 1907, balance unexpended -------------------------------- $5, 241.63 July 1, 1908, balance unexpended ------------------------------- 5, 241.63 Amount (estimated) required for completion of existing project .. 200, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 --- __-_-----_- - - __-- ___- 40,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 11.) 12. Cape Porpoise Harbor, Maine.-Originally the harbor had a depth of about 13 feet at mean low tide, but for a small area only, and the entrance was obstructed by a bar on which there was only about 10 feet of water at mean low tide. The anchorage was too small to accommodate the craft seeking the harbor for refuge only, aside from the local commerce. Under a project adopted March 3, 1899, a channel of entrance 200 feet wide and 16 feet deep at mean low tide and an anchorage area about 3,000 feet long, 600 feet wide, and 15 feet deep at mean low tide were secured by the close of the fiscal year 1902, under an outlay of $72,501.15. RIVER AND HARBOR IMPROVEMENTS. 41 The present project, adopted by the act of March 2, 1907, aims to deepen and straighten the outer entrance channel, which is narrow and crooked, so as to give a width of 200 feet and a depth of 18 feet at mean low tide. The estimated cost is $46,000, and the full amount was appropriated by the act of 1907. The amount expended on the project of 1907 to the close of the fiscal year is $1,563.43. The work, which consists in excavating about 4,200 cubic yards of rock, has been placed under contract, and about 80 per cent of the area has been drilled and blasted, but none of the loosened material has yet been taken up. The mean range of tide is about 8.8 feet. The commerce for 1907 is given as 50,491 tons, the chief items being bricks, clay, and coal. The value is placed at $157,369. While the improvement may incidentally have an effect on freight rates, the principal benefit consists in straightening and making easier a crooked entrance, difficult and dangerous in fog and storm. For reports on examinations and surveys see Annual Reports of the Chief of Engineers for 1895, page 583; for 1899, page 1050, and House Document No. 191, Fifty-ninth Congress, first session. July 1, 1907, balance unexpended------------------------------- a$45, 925. 80 June 30, 1908, amount expended during fiscal year for works of improvement_ --- 1, 489.23 July 1, 1908, balance unexpended - - 44, 436. 57 July 1, 1908, outstanding liabilities 75.00 July 1, 1908, balance available- --- 44, 361. 57 July 1, 1908, amount covered by uncompleted contracts- -40, 569. 60 (See Appendix A 12.) 13. Harborat Isles of Shoals, Maine.-The most protected anchor- age at Isles of Shoals, known as Gosport Harbor, lies between Star Island on the south and southwest, Cedar Island on the southeast, and Smuttynose Island on the north and northeast. At mean low water its anchorage of about 32 acres had a depth of 18 to 48 feet and none of its entrances less than 24 feet. The original project of March 3, 1821, appears to have been to rebuild the small breakwater on the north side of Haleys Cove, pro- jecting westerly from Smuttynose Island to Cedar Island, directly protecting Gosport Harbor from easterly storms. The amount expended on the original project prior to operations under the existing project was $13,251.61. The existing project, adopted by the act of June 13, 1902, is to con- struct a breakwater on the base of the breakwater that was built under the project of 1821 between Smuttynose and Cedar islands, the upper part of which throughout its length had been demolished down to the level of 1 feet above mean low water, at an estimated cost of $30,000. The amount expended on the work of the existing project to June 30, 1908, is $28,201.60, all for improvement, with which the break- water between Smuttvnose and Cedar islands has been completed to the height of 15 feet above mean low water, completing the project. The mean range of tides is 8.6 feet. * There is a balance of appropriation of June 6, 1900, amounting to $7,498.85 not considered applicable under existing project. 42 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce benefited by the improvement is inconsiderable, but the harbor is of value as a harbor of refuge in the open sea 6 miles off the coast. The tonnage for 1907 is given as 1,938 tons, of an estimated value of $50,188.50. A report of a survey of the Smuttynose Island breakwater is pub- lished in the Annual Report, Chief of Engineers, for 1875, Part 2, page 421. A description of the harbor, with survey and estimate for the new breakwater, is in the Annual Report for 1900, page 1172. July 1, 1907, balance unexpended $1, 798.40 July 1, 1908, balance unexpended __ -- 1, 798.40 (See Appendix A 13.) 14. Cocheco River, New Hampshire.-Appropriations amounting to $10,060, made from 1829 to 1837, inclusive, had been applied to the reduction of obstructions in the natural channel prior to the sys- tematic improvement of this river, begun in 1870, when it was found to have a good channel not less than 6 feet deep at mean low water from its confluence with the Piscataqua River to the Lower Narrows, about 1i miles below the lowest bridge at Dover. Above the Lower Narrows the channel was obstructed by ledges and shoals upon which at mean low water the depth was from 6 inches to 2 feet. The original project for systematic improvement, adopted by the act of March 3, 1871, was to obtain a channel 40 feet wide and 4 feet deep at mean low water from the Lower Narrows to the head of navigation at Dover. Under the original and amended projects completed in 1888 the amount expended prior to operations under the existing project, including the expenditures from 1829 to 1837, was $170,060. The existing project, adopted by the act of September 19, 1890, is to obtain a channel 60 to 75 feet wide and 7 feet deep at mean low water (in rock 50 feet wide and 7 feet deep) from the mouth of the river to the head of navigation, at an estimated cost of $175,000. By the act of June 13, 1902, this project was extended to include the restoration of the channel in the Lamprey River, which, from 1881- 1883, under specific appropriations, had been dredged at mean high water 100 feet wide and 12 feet deep to the Lower Narrows and 40 feet wide and 11 feet deep to the wharves at Newmarket, N. H. To June 30, 1908, there has been expended on the existing project for improving Cocheco River, $137,000, as follows: Cocheco River, for improvement, $119,089.93; for maintenance, $9,642.54; for Lam- prey River, for maintenance, $8,267.53. As a result the channel in Cocheco River has been completed except over a small portion about 3,500 feet below Dover, where some additional ledge excavation may be necessary, the basin at Dover and the channel near the mouth, where shoaling had occurred, have been redredged, and the channel in Lamprey River has been restored to the full authorized dimensions. The maximum draft that can be carried in Cocheco River is 61 feet at mean low tide, and in Lamprey River 11 feet at high tide. The mean range of tide is 6.8 feet. The head of navigation is at the lowest bridge in Dover, to which point, 3 miles from its confluence with the Piscataqua River and 13 miles from the sea, the Cocheco River is navigable in fact. The commerce for 1907 amounted to 214,300 tons, roughly valued at $1,036,450. Definite figures as to the effect on freight rates brought RIVER AND HARBOR IMPROVEMENTS. 43 about by the work of improvement can not be given, but great ad- vantage has been derived, particularly in the coal trade, through the employment of somewhat larger vessels and the existence of competi- tive water transportation. The original project, adopted in 1871, is published in the Annual Report of the Chief of Engineers for 1871, page. 858; the existing project, adopted in 1890, in the Annual Report for 1890, page 475. A map of Cocheco River in the vicinity of Dover may be found in the Annual Report for 1885, page 474. July 1, 1907, balance unexpended -- $4, 711.00 July 1, 1908, balance unexpended --- ---------- 4, 711.00 (See Appendix A 14.) 15. Harbor of refuge at Little Harbor, New Hampshire.-In its original condition the entrance to Little Harbor was but 3 feet deep at mean low water, and its anchorage ground, 650 by 125 feet in area and 9 feet in depth at mean low water, was exposed to the full force of the sea. The original, which is also the existing, project, adopted by the act of August 5, 1886, extended by act of August 11, 1888, and as reduced in 1894, is to obtain a channel 3,000 feet long, 100 feet wide, and 12 feet deep at mean low water, and an anchorage basin of the same depth 40 acres in area, and construct two breakwaters at the entrance, at an estimated cost, as revised in 1894, of $145,000. To June 30, 1908, the amount expended on the existing project is- for improvement, $133,227.33; for maintenance, $3,121.74; total, $136,349.07, with which the project has been completed; but it may be necessary to do some work on the breakwaters from time to time. The maximum draft over the shoalest part of the improved channel and basin is 11 feet at mean low water. The mean range of tides is 8 feet. The commerce benefited is inconsiderable, and the improvement is designed to afford a harbor of refuge for yachts and coastwise vessels. The original project is published in the Annual Report of the Chief of Engineers for 1882, page 507; the modifications, with map of the harbor, in the report for 1887, page 470. July 1, 1907, balance unexpended -------------------------------- $8, 650. 93 July 1, 1908, balance unexpended ------------------------------- 8, 650. 93 (See Appendix A 15.) 16. Removing sunken vessels or craft obstructing or endangering navigation.-The wreck of the schooner Island Queen, sunk in the westerly part of Seal Harbor, Maine, in about 15 feet of water at mean low tide, was entirely removed June 26, 1908. (See Appendix A 16.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 44 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. Preliminary examination of Tenants Harbor, Maine, with a ,iew to obtaining 8 feet of water.-Report dated October 14, 1907, is printed in House Document No. 351, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States. 2. Preliminary examination with plan and estimate of cost of im- provement of Matinicus Harbor, Maine, with a view to a harbor of refuge.-Reports dated October 10 and November 27, 1907, and Jan- uary 2, 1908, respectively, are printed in House Document No. 653, Sixtieth Congress, first session. A plan of improvement at an esti- mated cost of $13,000 is presented. 3. Preliminary examination and survey of passage between Peaks Island and Great Diamond Island, between the main channel of Port- land Harbor and Husseys Sound, Maine.-Reports dated September 6, 1907, and March 12, 1908, respectively, are printed in House Docu- ment No. 896, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States at the pres- ent time. 4. Preliminary examination and survey of East Boothbay Harbor, Maine, with a view to obtaining8 feet of wafer.-Reports dated Octo- ber 8, 1907, and February 20, 1908, are printed in House Document No. 944, Sixtieth Congress, first session. The improvement is not considered worthy of being undertaken by the United States. 5. Preliminary examination with plan and estimate of cost of im- provement of Rockport Harbor, Maine, with a view to removing the beacon and ledge.-Reports dated October 21, 1907, and February 8, 1908, are printed in House Document No. 963, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $32,000 is presented. 6. Preliminary examination and survey of channel near South Harpswell, Me., with a view to removing ledge off Potts Point.- Reports dated September 7, 1907, and March 12, 1908, are printed in House Document No. 971, Sixtieth Congress, first session. The im- provement is not considered worthy of being undertaken by the United States. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for by the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. Camden Harbor, Maine. 2. Penobscot Bay, from the southern extremity of Mackcs Point to the eastern extremity of Cape Jellison (Stockton Harbor), Maine. 3. Pepperells Cove, Maine. 4. Isles of Shoals, New Hampshire. IMPROVEMENT OF RIVERS AND HARBORS IN THE BOSTON, MASSA- CHUSETTS, DISTRICT. This district was in the charge of Lieut. Col. Edward Burr, Corps of Engineers, having under his immediate orders First Lieut. Henry C. Jewett, Corps of Engineers, to August 20, 1907, Lieut. Richard Park, Corps of Engineers, from September 15, 1907, to January 20, 1908, and First Lieut. Ulysses S. Grant, 3d, Corps of Engineers, since October 7, 1907. Division engineer, Col. John G. D. Knight, Corps of Engineers. RIVER AND HARBOR IMPROVEMEN IS. 45 1. Newburyport Harbor, Massachusetts.--Priorto specific appro- priations for Newburyport Harbor funds applicable to Merrimac River, of which it is the estuary, were devoted to removing a sand bar and constructing a breakwater at the river's mouth, 1828 to 1836, and to removing obstructing ledges, piers, and wrecks, 1870 to 1880. In its original condition the outlet of the Merrimac River, which, be- tween Plum Island and Salisbury Point, was 1,000 feet wide and 30 feet deep at mean low water, was obstructed by a sand bar, nearly a mile outside, through which, in 1880, a narrow channel about 7 feet deep at mean low water was maintained by the current of the river. The original project, adopted by the act of June 14, 1880, which is the existing project, is to create at the outer bar a permanent channel 1,000 feet wide and at least 17 feet deep at mean low water, by con- structing two converging jetties, projecting, one from the north shore 2,910 feet, the other from the south shore 1,500 feet, their outer ends 1,000 feet apart, which, with the protection of the beach in their vicin- ity, was estimated in 1881 to cost $365,000. The direction of jetties and shore protection was modified in 1883, and in 1882 the partial closing of Plum Island Basin with a timber dike about 800 feet long and 51 feet above mean low water was added to the project, increasing the cost (as estimated in 1884) to $375,000. In 1884 a modification of the project provided for extending both jetties 610 feet parallel to the axis of the channel and in 1886 for increasing that extension to 1,000 feet, increasing the cost of the work, as estimated in 1897, to $599,547.49. To June 30, 1908, the amount expended on this project was $383,- 218.79, of which $7,821.79 was for maintenance. In addition, $500 was expended in 1901 for removal of North rock under authority of act of March 3, 1899. The expenditure for maintenance in the fiscal year 1908 was applied to retopping about 400 feet of the north jetty. With the expenditure for improvement, the north jetty has been completed for a total length of 2,905 feet and the south jetty com- pleted except for a distance of 30 feet at its outer end; the Plum Island Basin has been closed with a timber dike 817 feet long, 51 feet high above mean low water, except near the middle, where a weir 150 feet long and 2 feet above mean low water was left temporarily, and two sand catchers, respectively 480 and 572 feet in length, have been built in rear of the south jetty. Both jetties are 15 feet wide on top, which is in a plane 12 feet above mean low water, and have slopes of 1 on 2 on the seaward face and 1 on 1 on the shoreward face. The project is about 80 per cent completed. June 30, 1908, the maximum draft that can be carried over the bar at mean low water is 12.5 feet. The mean range of tides is 7.7 feet. The commerce of the harbor, chiefly coal, amounted in 1906 to 169,975 tons, and in 1907 to 209,896 tons. Of the latter amount 98,442 tons were reshipped to points on the Merrimac and Powow rivers. It is reported that the improvement made has reduced freight rates 25 cents per ton, and that if the projected depth of 17 feet at mean low water be obtained over the outer bar it would still further reduce the freight rates 15 to 25 cents per ton. 46 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1910, will be applied to the further extension of the north jetty. The original project, as reported by a Board of Engineers, with map of the harbor, is published in Annual Report of the Chief of Engineers for 1881, page 502; the modifications in jetties and shore protection, in reports for 1883, page 437, and 1884, page 494; the parallel extension of the jetties, with map and additional estimate, in report for 1897, page 825, and a survey of the bar and entrance, in report for 1905, page 802. A survey and map of the bar and entrance, with estimate for re- moving obstructions in the mouth of the river, are published in House Document No. 339, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended ------------------------------- $29, 866.35 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $12, 577.93 For maintenance of improvement ----------------- 2, 507. 21 - - 15, 085.14 July 1, 1908, balance unexpended -------------------------------- 14, 781. 21 July 1, 1908, outstanding liabilities ------------------------------ 3, 563. 88 July 1, 1908, balance available ----------------------- 11, 217.33 July 1, 1908, amount covered by uncompleted contracts ----------- 9,327. 50 Amount (estimated) required for completion of existing project-- 209, 369. 28 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908-------------- ------------------- 30, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B 1.) 2. Merrimac River, Massachusetts.-In its original condition the Merrimac River had a practicable channel 7 feet deep at mean low water from its mouth 9 miles to South Amesbury, but besides being narrow and crooked the channel was obstructed by ledges, bowlders, and shoals. The original projects appear to have been- (1) For improving the bar at the mouth of the river, by erection of piers or other works, adopted by act of May 23, 1828; subse- quently improved under separate project for " Improving harbor at Newburyport, Mass." (2) For the improvement of the river above the mouth, by the removal of the remains of a dam at the upper falls and of a rock at the lower falls, of Gangway rock in Newburyport Harbor, and a wreck near the mouth of the river. Upon the original and modified projects, prior to operations under the existing project, there were expended: Upon the project of 1828, $67,466.72, and upon the project of 1870, as largely extended by the acts of June 23, 1874, and June 3, 1896, $187,000; total, $254,466.72. The existing project, adopted by the act of March 3, 1899, is to obtain a channel 7 feet deep at mean low water, 150 feet wide, from Newburyport 141 miles to Haverhill, at an estimated cost of $171,442.70. The amount expended on the existing project to June 30, 1908, is $116,857.52, of which $1,432.75 was applied to maintenance of ima- RIVER AND HARBOR IMPROVEMENTS. 47 provement, and 10 cents derived from sales. With this expenditure the channel has been completed to the full projected depth and width. The commerce of the river is chiefly in coal distributed to the cities and towns along its banks, and amounted in 1906 to 73,827 tons, and in 1907 to 98,442 tons. The improvement of the channel is reported to enable the delivery of coal by water at rates 35 to 50 cents per ton less than by rail. The head of navigation is at the hat factory, one-half mile above the railroad bridge at Haverhill, to which point the stream is navi- gable in fact, 17- miles above its mouth in Newburyport Harbor. June 30, 1908, the maximum draft that can be carried at mean low water over the shoalest part of the improved channel is 7 feet, except just below Rocks Bridge, where it is reduced by small bowlders to about 5 feet. The mean range of tides is, at the mouth of the river, 7.7 feet, and at Haverhill Bridge 4.6 feet, at low-water stage of the river. The project of 1870-1874 is published in the Annual Report of the Chief of Engineers for 1869. page 421; as extended in 1874, in report for 1876, page 165; as extended in 1896, in report for 1896, page 616; and the existing project adopted in 1899, in report for 1897, page 865. The report of a survey, with estimate of cost, to deepen the channel to 9 feet at mean low water, is published in Annual Report for 1904, pages 872-878. An examination for a channel 12 feet deep to Haverhill (unfavor- ably reported), and a survey and estimate for removing obstructions at the mouth of the river (favorably reported) made in 1906, are published in House Document No. 339, Fifty-ninth Congress, second session. The project having been completed, it is proposed to apply the appropriation recommended to the maintenance of the improved channel. July 1, 1907, balance unexpended --------------------------- $13, 812.48 June 30, 1908, amount expended during fiscal year for works of improvement -------------------------- 10, 669.90 July 1, 1908, balance unexpended ---------------------------- 3, 142. 58 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908__---------------------------- 20, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix B 2.) 3. Essex River, Massachusetts.-In its original condition Essex River had a channel not less than 6 feet deep at mean low water from its mouth in Ipswich Bay for a distance of about 21 miles; but thence for 2 miles to the head of navigation in fact at the railroad bridge at Essex, the channel was narrow, crooked, and shallow, having a greatest continuous depth of 1.7 feet, navigation being further im- peded by bowlders obstructing the channel. The original project, adopted July 13, 1892, which is also the ex- isting project, is to obtain a channel 4 feet deep at mean low water and 60 feet wide to the head of navigation, at an estimated cost of $25,000; modified, March 23, 1899, by limiting the improvement to 48 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the channel below the bridge at Essex, which had been rebuilt with- out a draw. To June 30, 1908, the amount expended was $22,150, of which $390.79, expended in the fiscal year 1907, was for surveying the im- proved channel to ascertain the locality and extent of dredging neces- sary in maintenance. Although the completion of the channel up to the highway bridge at Essex was reported February 2, 1901, com- plaint was made in 1905 of an obstruction in mid-channel, and in June, 1905, a group of several bowlders, about 1,300 feet below the head of navigation and within the scope of the approved project, was removed at an expense of $300. By the act of March 2, 1907, $5,000 was appropriated for the resto- ration of the channel in Essex River, with proviso: That no part of this sum shall be expended unless a further amount of five thousand dollars shall be provided by the State of Massachusetts or other agency, and made subject to the order of the Secretary of War in such manner as he may direct, to be expended upon said project under his direction. By an act approved June 8, 1908, the legislature of Massachusetts appropriated $5,000, to be paid to the Secretary of War and to be expended in accordance with the proviso above quoted. The maximum draft that can be carried, June 30, 1908, over the shoalest part of the locality under improvement is reported to be about 2 feet. The mean range of tides is 8.8 feet. No freight is carried on the river, but the improvement is for the purpose of permitting the exit of about 30 fishing schooners which are built annually on the river, each of about 125 tons register, at an average cost of $12,000. The project, with map and report of survey, is published in the Annual Report of the Chief of Engineers for 1891, pages 676-678. The report of a preliminary examination of the river, made in 1905, is printed in House Document No. 68, Fifty-ninth Congress, first session. July 1, 1907, balance unexpended--------------------------------$7, 850. 00 July 1, 1908, balance unexpended----------------------------- 7, 850.00 (See Appendix B 3.) 4. Harbor of refuge, Sandy Bay, Cape Ann, MJfassachusetts.-In its original condition this bay, whose southerly shore extends about 2 miles w 4sterly from the point of Straitsmouth Island, and thence about 2 miles northerly to Andrews Point, had a good holding ground of sand mixed with mud, and a depth of 71 to 15 fathoms at mean low water, but was fully exposed to easterly, northeasterly, and north- erly gales. The original project, adopted by the act of July 5, 1884, was to build a breakwater consisting of a mound of rubblestone to the grade of 22 feet below mean low water, 40 feet wide on top, to be sur- mounted by a masonry wall, and to extend from Averys ledge a little west of north 3,600 feet to Abners ledge, thence 5,400 feet north- westerly in the direction of Andrews Point, covering an anchorage of about 1,377 acres. This project, with the cross section of the breakwater as modified by a Board of Engineers February 13, 1900, is the existing project, the breakwater to consist of a mound of rubblestone built to the grade of 12 feet below mean low water, where it will have a width of 117 feet, its harbor slope to be 1 on 1, its seaward slope 1 on 1 up to 25 RIVER AND HARBOR IMPROVEMENTS. 49 feet below mean low water, and 1 on 2 thence to the top, 12 feet below mean low water; the rubble mound to be surmounted with a core of rubblestone, to be faced with selected stone to be laid horizontally on the sea face, to weigh not less than 8 tons each and to be laid with a batter of 1 on 2, and on the harbor face to weigh not less than 3 tons each and be laid with a batter of 1 on 1; to be surmounted at grade 17 above mean low water with a single course of capstones, whose upper surface shall be 22 feet above mean low water; at an estimated cost (as revised in 1900) of $6,904,952.25. The river and harbor act of March 2, 1907, authorized a continuing contract for this work to the extent of $100,000 in excess of the appro- priations then made. Of this amount $75,000 remains to be appro- priated. The amount expended under the existing project to June 30, 1908, not including outstanding liabilities, is $1,461,172.56, all for improve- ment. From sale of property $1 was derived. With this expenditure 1,969,553 tons of rubblestone has been placed in the substructure of the breakwater, and its condition is approximately as follows: In the southern arm for a length of 3,530 feet the mound of rubble- stone has been completed up to the grade of 12 feet below mean low water, with the full width of 117 feet prescribed in the project; the rubble core of the superstructure has been built to the height of mean low water, 2,990 feet, and to the height of 5 feet above mean low water for 540 feet farther. In the western arm for a length of 2,300 feet from the angle the mound of rubblestone has been likewise completed to the full height (12 feet below meanlow water) ania ull width (117 feet) projected, except for a small bench on the inner slope 13 feet deep and 17 feet wide, and stone has been deposited for a farther distance of 75 feet without regular form; a rubble core of the superstructure has been built to the height of mean low water for 1,900 feet and to the height of mean high water for 400 feet. Of the quantity of rubblestone required in the substructure, 41 per cent has been deposited, which is approximately 31 per cent of the quantity required for both substructure and superstructure. The depth of water is ample for the largest vessels; the mean range of tides is 8.6 feet. The appropriation recommended will be applied to extending the superstructure of the breakwater; $75,000 of the amount recom- mended will be required for payments under a continuing contract now in force. The improvement is chiefly of value in providing refuge for coast- wise vessels, especially towed barges, which are frequently and sud- denly in urgent need of shelter in fog and snowstorms. For description of Sandy Bay and original project, see Annual Re- port of the Chief of Engineers for 1884, pages 565-577. For cross section, details of construction, and increase in cost, see report of Board of Engineers, Annual Report for 1900, page 1186. 57101-ENG 1908- 50 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended_------------------------------ $262, 686.41 Amount appropriated by sundry civil act approved May 27, 1908 25, 000.00 287, 686. 41 June 30, 1908, amount expended during fiscal year for works of improvement .------------------------- --- -- 73, 857.97 July 1, 1908, balance unexpended_ - 213, 828.44 July 1, 1908, outstanding liabilities- - 26, 782.76 July 1, 1908, balance available --- 187, 045. 68 July 1, 1908, amount covered by uncompleted contracts ---------- 230, 029. 20 Amount (estimated) required for completion of existing project 5, 229, 952. 25 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 _.. ....... _-__ _ ...... _..._.__. ._ --- a 575, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B 4.) 6. Harbor at Gloucester, Mass.-In its original condition this har- bor, which had a depth sufficient for the largest ships, contained , several very dangerous submerged rocks and was entirely without protection against the sea and against heavy swells from the south. The original project, adopted by the act of June 10, 1872, appears to have been for removal of five rocks, at an estimated cost of $10,606.20. TUnder the original and modified projects the rocks were removed. H-arbor Cove was dredged to the depth of 10 feet at mean low water. and the water front for a distance of 3,900 feet northeast from Fort Point was dredged to a depth of 15 feet at mean low water from the 15-foot contour to the wharf front, upon which there was expended prior to operations under the existing project approximately $86,000. The existing project, adopted by the act of August 18, 1894, as cur- tailed by the act of June 13, 1902, is to build under continuing con- tract a breakwater from the shore about 2,250 feet to a point at or near Cat ledge, and upon completion of the breakwater to apply any balance remaining " toward the work of removing Round rock," at an estimated cost of $416,083.43. The breakwater consists of a mound of rubblestone 31 feet wide at the top at mean low water, surmounted by a superstructure extending 17 feet above the grade of mean low water, formed by two dry walls of heavy split stone, inclosing a core of rubblestone, capped by heavy stones, forming a top course 10 feet in width, the slopes of the rubble structure being on the harbor side 1 on 1.3, on the seaward side 1 on 3 to grade 12 below mean low water, and 1 on 1.5 thence to the bottom. The amount expended under the existing project to June 30, 1908, not including outstanding liabilities, is $410,239.16, all for improve- ment, with which 231,756 tons of stone has been put in place, com- pleting, in 1905, the breakwater of the projected dimensions, includ- ing an expansion at its'outer end for a site for a light-house. The maximum draft that can be carried June 30, 1908, at mean low water over the shoalest part of the locality under improvement is 10 a Of this amount, $75,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907. RIVER AND HARBOR IMPROVEMENTS. 51 feet in Harbor Cove, 15 feet along the wharf front, and 30 feet in the anchorage under the breakwater. The mean range of tides is 8.9 feet. The commerce in 1904 amounted to 263,526 tons, in 1906 to 275,888 tons, and in 1907 to 233,516 tons, of which latter 65,000 tons was coal and 141.000 tons fish and salt. About 80,000 passengers were carried to and from this port by steamer. It is proposed to apply the available balance toward the removal of Round rock. It is known that the removal of this rock will require funds in excess of the available balance, but the exact amount can not be determined until the completion of a detailed examination yet to be made. A description of the original project is published in the Annual Report of the Chief of Engineers for 1871, page 870, and its modifica- tions, with map, in the report for 1887, page 500. The adoption and the commencement of work under the existing project are reported upon in the Annual Report of the Chief of Engi- neers for 1895, page 610. July 1, 1907, balance unexpended ------------------- $5, 843. 84 July 1, 1908, balance unexpended ---- ---- -- _-- 5, 843. 84 (See Appendix B 5.) 6. Harbor at Manchester, Mass.-In its original condition Man- chester Harbor had a good channel 100 feet wide and not less than 61 feet deep at mean low water, extending from the bay 3.200 feet to Proctors Point. At that distance the channel shoalea rapidly to a depth of 1 feet at the Narrows, 1,400 feet from Proctors Point, and for the remaining distance, 2,600 feet, to the town wharves there was no practicable channel at low water. The original project, adopted by the act of August 11, 1888, was to dredge a channel 60 feet wide and 4 feet deep at mean low water from Proctors Point, a distance of 4,000 feet, to the town wharves, at an estimated cost of $14,300. The amount expended under the original project and prior to operations under the existing project was $14,300, obtaining a channel of the length, depth, and width prescribed in the project, expanded opposite the town wharves to the width of 80 feet; but the dredged channel deteriorated rapidly and thereafter there was some shoaling at the entrance. The existing project, adopted by the river and harbor act of March 3, 1899, is to dredge the natural channel to the depth of 6 feet at mean low water from that depth in the bay, a distance of 7,200 feet, to the town wharves, 100 feet wide at the entrance and at the sharp- est bends and at least 75 feet wide throughout, with two turning basins, one 200 feet by 300 feet in area, just below the drawbridge of the Boston and Maine Railroad, and the other 125 feet by 250 feet at the town wharves, for which the estimated cost is $25,000. Under this project to the close of the fiscal year ending June 30, 1908, the amount expended is $9,685.57, all for improvement, with which a channel was obtained in 1903 of the full projected width and depth from the entrance to a point 220 feet below the southwest corner of Read's wharf, except that two small ledges, projecting about 20 feet, obstruct the eastern side of the channel about west of Proc- tors Point. The project was 31 per cent completed. 52 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In a report dated July 20, 1903 (Annual Report for 1904, p. 841), the Board of Engineers for Rivers and Harbors recommended, with the concurrence of the Chief of Engineers, that the United States com- plete the 6-foot channel, to secure some return from the sums already expended thereon, and that when completed appropriations for this work cease, leaving it to those directly interested to provide for the maintenance of the improvement, involving an annual expenditure of a considerable amount. No appropriation has since been made by Congress, and no steps had been taken looking to the completion of the improvement until in 1907 dredging was resumed by the State and municipal authorities. The State of Massachusetts has since completed the dredging of a channel from deep water to the railroad bridge, coinciding in loca- tion, width, and depth with the proposed Government channel. The remaining section of the proposed Government channel has been dredged by the town of Manchester, with the width of 75 feet in- creased near the town wharves to 125 feet, and the depth of 4 feet at mean low water. The entire project for this harbor having been completed with the dimensions adopted by the local authorities most directly interested, and substantially in accordance with the recommendation of the Board of Engineers for Rivers and Harbors, the local officer has re- ported that the interests of navigation do not require the expenditure by the United States of further sums upon the project, and the Chief of Engineers, January 28, 1908, approved his recommendation that this project be discontinued by the United States forthwith. It is reported that the maximum draft that can be carried over the shoalest part of the locality under improvement is 6 feet below the railroad bridge and 4 feet above that bridge, both depths at mean low water. The mean range of tides is 9 feet. The commerce of the harbor benefited by the improvement consists chiefly of coal and building materials for local consumption, of which about 12,000 tons was reported received in 1900 and 6,388 tons in 1907. The original project, with map of survey, is in the Annual Report of the Chief of Engineers for 1888, page 466. The project of 1899, with map of survey, is published in the Annual Report of the Chief of Engineers for 1897, page 869. July 1, 1907, balance unexpended __--------------------------------$314.4 July 1, 1908, balance unexpended - ____- __ -_ -- 314.43 (See Appendix B 6.) 7. Harbor at Beverly, Mass.-In its original condition this harbor had a practicable channel 18 feet deep at mean low water from Monu- ment bar beacon about 1 mile to its head, about 600 feet below the highway bridge, sufficient for the commerce of the harbor and of its three tributary streams, called, respectively,- North River, Essex Branch, and Beverly Creek; but the channel, which is circuitous in its passage through the shoals at the entrance, was found, in 1900, to be " of insufficient width for safe navigation by heavy vessels." The original project, adopted by the act of June 13, 1902, was to widen the channel from Monument bar beacon to a point about 200 feet east of Rams Horn beacon to a width of 200 feet, with a depth of 18 feet at mean low water, at an estimated cost of $10,000. Upon the RIVER AND HARBOR IMPROVEMENTS. 53 original project, prior to operations under the existing project, $8,272.10 was expended, with which the channel was enlarged to the dimensions authorized? except at three points, where the width was restricted by ledges to 106 feet. The existing project, adopted by the act of March 2, 1907, is to obtain, by dredging and rock excavation, a channel 18 feet deep at mean low water, not less than 250 feet wide at the bend for a distance of about 3,200 feet from Bar beacon to Lbster rocks beacon, includ- ing the removal of the middle ground, and not less than 200 feet wide from Lobster rocks beacon to the lower end of the draw pier at the highway bridge, at an estimated cost of $40,000. In addition to $1,727.90 available, $38,500 was appropriated. By way of refund- ment, $122.24 was received as damages from the surety of a failing contractor under the previous project. To the close of the fiscal year ending June 30, 1908, $18,917.59 has been expended on this project, all for improvement, with which all the dredging necessary to complete the project has been done. But the channel has a least width of only about 165 feet near Bar beacon, and at this and three other localities ledges remain to be removed, for which work a survey and plan have been completed. The maximum draft that can be carried on June 30, 1908, at mean low water over the shoalest part of the locality under improvement is 18 feet. The mean range of tides is 9 feet. The commerce of Beverly Harbor consists chiefly of coal and build- ing materials, amounting in 1906 to 138,862 tons, and in 1907 to 179,578 tons, of which 119,000 was coal. It is expected by those locally interested in shipping that the com- pletion of the project will effect a substantial reduction in freight rates, which to this time have not been appreciably affected by the improvement in progress. The report of a survey of this harbor is published in the Annual Report of the Chief of Engineers for 1890, page 524. The project of 1902, with report of survey, is in the Annual Report for 1901, page 1065. The existing project, with report of survey and map, is published in House Document No. 916, Fifty-ninth Congress, first session. July 1, 1907, balance unexpended ------------------------------- $40, 319.34 June 30, 1908, amount expended during fiscal year for works of im- provement-------------------- --- 18, 886.79 July 1, 1908, balance unexpended- _____ 21, 432. 55 July 1, 1908, outstanding liabilities --------------- 18. 33 July 1, 1908, balance available ---------------------------------- 21, 414.22 (See Appendix B 7.) 8. Harbor at Lynn, Mass.-An area of shoals extends from the wharves at Lynn 21 miles southerly to the sea. It is protected from the sea by the peninsula of Lynn Beach and Nahant. In its original condition three narrow and crooked channels, in which the depth was but 6 feet at mean low water, extended from the wharves to the sea. The original project, defined in the report of a Board of Engineers dated April 10, 1884, and as modified in 1888, was to dredge a chan- nel 200 feet wide and 10 feet deep at mean low water from the sea (at 54 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. White rocks), a distance of 3,300 feet to a deep basin opposite Little Nahant, and from the basin nearly opposite Sypd Point, a distance of 6,900 feet to a point 400 feet inside the harbor line, and an anchorage basin 500 feet by 300 feet and 10 feet deep at mean low water; the upper part of the channel to be maintained by occasional dredging, the lower part by a training wall joining the land at Little Nahant, at an estimated cost of $189,000. The amount expended on this project was $122,063.56, all for improvement, with which the entire channel and the anchorage basin as prescribed in the project were completed. The existing project, adopted by the river and harbor act of June 13, 1902, is to dredge the channel 200 feet wide from the sea to the anchorage basin and the anchorage basin itself to the depth of 15 feet at mean low water, at an estimated cost of $162,937. Under this project to the close of the fiscal year ending June 30, 1908, $157,441.72 has been expended, all for improvement, with which the projected channel has been completed. The maximum draft that can be carried June 30, 1908, over the shoalest part of the locality under improvement is 15 feet at mean low water. The mean range of tides is 9.3 feet. The commerce of the harbor benefited by the improvement consists chiefly of coal, lumber, and building materials, of which about 366,327 tons was carried during the year. The deepening of the channel to 15 feet enables the smaller or medium size barges to carry full car- goes of coal to the wharves at all stages of the tide and barges of the greatest draft during the higher stages. It is reported by local commercial interests that the cost of trans- portation was reduced 25 cents a ton by deepening the channel to 10 feet, and further diminished by increasing the depth to 15 feet, but that the full benefit of the improvement will not be realized until the channel and turning basin have been widened as recommended in House Document No. 948, Sixtieth Congress, first session, saving pilotage and towage charges. The original project approved by the Secretary of War April 21. 1884, is in the Annual Report of the Chief of Engineers for 1884, page 524, and the map of the harbor at page 532. The existing project was published in the Annual Report of the Chief of Engineers for 1901, page 1093. Reference to reports on examination and survey made in pursuance of act of March 2, 1907, will be found on page 77 of this report. July 1, 1907, balance unexpended ------------------------------- $36, 907. 88 June 30, 1908, amount expended during fiscal year, for works of improvement ----------- --- ___ 24, 976. 16 July 1, 1908, balance unexpended - --- 11, 931.72 July 1, 1908, outstanding liabilities-- 4, 533.61 July 1, 1908, balance available_ ----- 7, 398.11 (See Appendix B 8.) 9. Mystic and Malden rivers, and Mystic River below the mouth of Island End River, Massachusetts.-(a) Mystic River.-In its original condition the Mystic had a practicable channel 6 feet deep at mean low water extending to Dennings Landing, 3.9 miles above its RIVER AND HARBOR IMPROVEMENTS. 55 mouth in Boston Harbor, and 4 feet deep at mean low water about 2,000 feet farther. The original project for improvement, adopted by the act of July 13, 1892, which is also the present project, is to make the channel 100 feet wide and 6 feet deep at mean low water from the Boston and Maine Railroad (Western Division) bridge up about 1 mile to the first turn above Denning's wharf; and thence 2 miles to the head of navigation at Medford, 4 feet deep at mean low water, gradually nar- rowing from 100 feet to 50 feet at the upper end, at an estimated cost of $25,000. The amount expended to close of the fiscal year, June 30, 1908, is $28,794.88, with which the projected channel was completed in No- vember, 1906. The maximum draft that can be carried, June 30, 1908, at mean low water is 6 feet up to the first turn above Denning's wharf, and thence to the head of navigation 4 feet. The mean range of tides is 9.8 feet. The head of navigation is the upper limit of that part of the channel under improvement, at the stone bridge at Medford, to which point, 6 miles above its confluence with the Charles River in Boston Harbor, the stream is navigable in fact. The commerce benefited by this improvement, chiefly coal, amounted in 1906 to 17,500 tons and in 1907 to 23,791 tons. It is reported that as the smallest barges go out of use the improvement will per- mit barges of the lightest draft remaining in service to deliver coal at Medford without the expense of lightering, which would be about 50 cents per ton. A report, with map of the survey of Mystic River and description of the project, is in the Annual Report of the Chief of Engineers for 1891, page 674. Report of an examination of the river, with a view to its improve- ment to the upper limits of the city of Somerville, ordered by the act of March 3, 1905, is printed in House Document No. 144, Fifty- ninth Congress, first session. The appropriation asked for will be applied to maintenance of the improvement. July 1, 1907, balance unexpended --- $10, 200. 00 Allotted to Malden River _.._____-2, 000. 00 July 1, 1908, balance unexpended _ - a8, 200. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. a Includes $8,000 reserved in Treasury not yet formally allotted. b See consolidated money statement on page 58. 56 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Malden River.-In its original condition the Malden had a practicable channel 4 feet deep at mean low water, extending only 2,000 feet above its confluence with the Mystic. The original project, adopted by the act of August 2, 1882, was to make the channel 100 feet wide and 12 feet deep at mean high water to the Charles Street Bridge, about 1.8 miles above its confluence with the Mystic, at an estimated cost of $35,000. The amount expended on the Malden River under the original project and prior to operations under the existing project was $10,000, in obtaining a channel with a least width of 50 feet and 70 feet at turns, with a depth of 12 feet at mean high water from the mouth to the Medford Street Bridge at Malden, a distance of 1 miles. The existing project, adopted by the act of July 13, 1892, is to dredge a channel 12 feet deep at mean high water 100 feet wide to the Medford Street Bridge, 1.6 miles above its confluence with the Mystic, and 75 feet wide about 1,200 feet farther to the Charles Street Bridge, at an estimated cost of $37,000. The amount expended under the existing project to June 30, 1908, is $40,789.11 (including $25,802.72 for maintenance), with which in 1897 a channel was completed 100 feet wide and 12 feet deep at mean high water up to the Medford Street Bridge. The local officer has reported the river above this bridge to be unworthy of improvement by the United States at this time. The expenditure for maintenance in the fiscal year 1908 was applied to redredging the channel to the full projected depth and width from the Medford Street Bridge for a distance of about 3,600 feet downstream, which work is in progress at the date of this report. The maximum draft that can be carried at mean high water, June 30, 1908, through the improved channel is 12 feet. The mean range of tides is 9.8 feet. The head of navigation is at the Medford Street Bridge at Maiden, to which point the stream is navigable in fact, 1.6 miles above its con- fluence with the Mystic River. The commerce amounted in 1906 to 90,815 tons, and in 1907 to 88,575 tons, chiefly coal. The improvement is reported to enable the smallest barges, or larger barges with partial cargoes, to deliver coal at Malden, saving the cost of lightering-50 cents per ton. A report of the survey of Malden River and description of the original project is on page 532, Annual Report of the Chief of Engi- neers for 1881. The modifications of the project are stated in the Annual Report of the Chief of Engineers for 1900, page 1191. The existing project is described on page 672, Annual Report of the Chief of Engineers for 1891. The appropriation asked for will be applied to maintenance of the improvement. RIVER AND HARBOR IMPROVEMENTS. 57 July 1, 1907, balance unexpended ----------------- - $10, 800.00 Allotted and transferred from Mystic River_---------------- _ 2, 000. 00 12, 800. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------- 1, 1589.11 July 1, 1908, balance unexpended - _ - -_- 11, 210.89 July 1, 1908, outstanding liabilities - - _- - - 7, 125.41 July 1, 1908, balance available _- __.- 4, 085.48 July 1, 1908, amount covered by uncompleted contracts ........ 3, 244. 86 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908_ _ () ()-------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Mystic River below the mouth of Island End River.-Island End River is 1i miles above the mouth of the Mystic, at the navy- yard in Charlestown, and 2,700 feet above the Chelsea drawbridge over the Mystic. In its original condition the Mystic up to Island End River had a narrow channel 14.4 feet deep at mean low water, but so narrow above the drawbridge as to be barely practicable. The original project, adopted by the act of March 3, 1899, which is also the existing project, is to dredge a channel 25 feet deep at mean low water and 300 feet wide, embracing 1.7 miles of the Mystic, extending from its mouth to a point 800 feet above Island End River, at a cost estimated in August, 1899, at $267,547.50 (reduced estimate). To June 30, 1908, $116,189.89 (all for improvement, except $10,- 281.92 for maintenance) had been expended in obtaining a channel 25 feet deep at mean low water, with a minimum width of 150 feet off the East Boston wharves, 200 feet wide thence to Chelsea bridge, and 300 feet from Chelsea bridge to a point just above the confluence of the Island End River. _The expenditure for maintenance during the fiscal year was applied to restoring the depth and width of the chan- nel above Chelsea bridge. With funds appropriated by the act of March 2, 1907, the dredging below Chelsea bridge will be completed in conjunction with the dredging in the same locality for the 35-foot channel of Boston Harbor. The commerce of the river, which in 1901 amounted to 1,430,650 tons, had increased to 3,746,463 tons in 1907, a gain of 162 per cent in six years. About three-fourths of all the freight carried on the river is coal. The maximum draft that can be carried June 30, 1908, over the shoalest part of the locality under improvement is at mean low water 25 feet. The mean range of tides is 9.6 feet. a See consolidated money statement on page 58. 58 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended -------------------------------- $40, 000.00 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $10, 184.77 For maintenance of improvement - _-_--_ 10, 000. 00 20, 184. 77 July 1, 1908, balance unexpended ----------------------------- 19, 815.23 July 1, 1908, amount covered by uncompleted contracts ------------- 17, 847.36 Amount (estimated) required for completion of existing project . 141, 824.30 CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $61, 000.00 June 30, 1908, amount expended during fiscal year: For works of improvement _----$10, 184, 77 For maintenance of improvement ----------------- 11, 589.11 21, 773.88 July 1, 1908, balance unexpended -- 39, 226.12 July 1, 1908, outstanding liabilities_- 7, 125.41 July 1, 1908, balance available_ - - - -- 32, 100. 71 July 1, 1908, amount covered by uncompleted contracts ------------ 21, 092.22 Amount (estimated) required for completion of existing project -- 141, 824.30 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the bal- ance unexpended July 1, 1908 ................................ a20, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix B 9.) 10. Harbor at Boston, Mass.-In its original condition the head- lands and islands were without protection against the sea, which was extensively eroding them. Dangerous rocks obstructed the ap- proach and entrance from Nantasket Roads to the lower main ship channel through the Narrows. That channel was 23 feet deep at mean low water with a least width of 150 feet. The upper main ship channel from President Roads to Boston had a least depth of 18 feet at mean low water with a least width of 100 feet. The channel from President Roads to Broad Sound in the ocean had a least depth of 29 feet at mean low water with a least width of 200 feet. The original project, adopted by the act of March 2, 1825, was " for the preservation of the islands in Boston Harbor, necessary to the security of that place," and until 1866 all expenditures, amounting to $546,526.10, appear to have been applied to that purpose in the building and repair of sea walls. The amount expended upon them since 1866 can not be accurately stated. The project for the improvement of the harbor adopted by the act of March 2, 1867, was (as modified) to make the main ship chan- nel from Nantasket Roads to Boston 23 feet deep at mean low water, 600 feet wide through the Narrows to President Roads, and 1,000 feet wide from President Roads to Boston. To this project of improvement were added, from time to time, minor channels within or tributary to the harbor, since completed with allotments from the appropriation for Boston Harbor, known a For Mystic and Malden rivers only, no estimate being submitted for Mystic River below mouth of Island End River. RIVER AND HARBOR IMPROVEMENTS. 59 as Nantasket Beach channel, Nix Mate channel, Jeffries Point chan- nel, Chelsea Creek, and Fort Point channel. The Charles River project is now in progress. Under the original project for sea walls and supplemental projectsz for the channels above named, there has been expended for improve- ment and maintenance to June 30, 1908, $2,612,747.31, exclusive of all expenditures upon the five existing projects (three for the main channels and two for tributary channels), with which expenditure 3.75 miles of sea walls were built, protecting the most exposed head- lands and islands, the subordinate channels described in the preced- ing paragraph (except Charles River) were completed, and a channel obtained 23 feet deep at mean low water from Nantasket Roads to Boston, with a least width of 625 feet in the Narrows and 850 feet between President Roads and the city. From sales of property $122.25 has been derived. The amount requested for general improvement will be applied to necessary repairs to sea walls and maintenance of improvements here- tofore made in the tributary channels of the harbor. The projects for improvement of the main channels under which operations were carried on during the fiscal year are- 1. Adopted by the river and harbor act of July 13, 1892. To widen the main ship channel, from Nantasket Roads to Boston, to 1,000 feet, and to deepen it to 27 feet at mean low water, at an estimated cost of $1,250,000, subsequently increased to $1,488,751. Project completed. 2. Adopted by the river and harbor act of March 3, 1899. To widen the Broad Sound channel to 1,200 feet, and to deepen it to 30 feet at mean low water, at an estimated cost of $455,000. Project completed. 3. Adopted by the river and harbor act of June 13, 1902. To provide channels 35 feet deep at mean low water, 1,200 feet wide from the navy-yard at Charlestown and the Chelsea Bridge and Charles River Bridge to President Roads, and 1,500 feet wide from President Roads through Broad Sound to the ocean, at an estimated cost of $7,994,000 in round numbers. This estimate differs from any made in the project quoted in the act as the basis of the appropriation, owing to the different width of the channels adopted. (To avoid a large amount of rock excavation the 35-foot channel from President Roads to Broad Sound is in a different location from the 30-foot channel.) Under the project of July 13, 1892, to June 30, 1908, not including outstanding liabilities, the amount expended was $1,472,606.29, of which $58,215.30 was for maintenance, and $10 derived from sales. With the total amount expended under this project the upper and lower main ship channels from Boston to President Roads and from President Roads to the sea have been dredged to the width of 1,000 feet and depth of 27 feet at mean low water. In the upper main ship channel the full width and depth are available. In the lower main ship channel the available width of the 27-foot channel is contracted by shoals to 650 feet. The maximum draft that can be carried at mean low water, June 30, 1908, over the shoalest part of the locality under improvement is 27 feet. A map of the project is in the Annual Report of the Chief of Engineers for 1894, page 554. Under the project of March 3. 1899, to June 30, 1908, the amount expended was $385,200, all for improvement, with which a channel 60 REPORT OF THE CHIEF OF ENGINEERSt U. S. ARMY. 1,200 feet wide and 30 feet deep at mean low water was dredged from President Roads to Broad Sound, embracing the dredging of 965,383.9 cubic yards of sand, gravel, and clay and 198.864 cubic yards of bowlders and the removal of 156 cubic yards of ledge. The maximum draft that can be carried at mean low water, June 30, 1908, over the shoalest part of the locality under improvement is 30 feet. The project is published in Annual Report of the Chief of Engineers for 1898, page 886. Under the project of June 13, 1902, continuing contracts to the amount of $3,600,000 were authorized by the act of that date, and pursuant thereto a channel of the full projected depth, but 540 feet wide, from the navy-yard, Charles River Bridge, and Chelsea Bridge to President Roads, and 675 feet wide from President Roads through Broad Sound to the ocean, was begun in 1903 and is now nearing completion. By the act of March 2, 1907, CongTess authorized the completion of the 35-foot channel to the full projected widths, appropriating $500,000 for the purpose and authorizing contracts to the amount of $3,894,000 additional, which sum remains to be appropriated. Under this authorization a single contract for all the dredging required to complete the channel has been let and work was begun on October 28, 1907. Contracts for rock excavation will be let from time to time as ledge may be uncovered by the dredging. To June 30, 1908, the amount expended, not including outstanding liabilities, was $2,717,284.87 ($55.89 was derived from sales), all for improvement, with which 8,121,346 cubic yards of mud, sand, gravel, and clay, and 18.642 cubic yards of bowlders have been dredged from the upper main ship channel; and 1,938,264 cubic yards of mud, sand, gravel, clay, hardpan, and cobblestones, and 82.818 cubic yards of bowlders have been dredged from Broad Sound channel. The total amount dredged is 10,059,711 cubic yards, or about 46 per cent in volume of all the dredging under the project. But as there will be a large amount of costly rock excavation, less than 46 per cent of the project has been accomplished. The dredging neces- sary to obtain the channels of partial width described in the pre- ceding paragraph and begun in 1903, is about 93 per cent completed, and the removal of the ledge from this partial width is about 75 per cent completed under two contracts, one let in 1905, which is about 99 per cent completed, and another in 1907, which is about 50 per cent completed. No continuous channel with the depth of 35 feet at mean low water has yet been obtained. The appropriation recommended will be applied to dredging and rock excavation under continuing contracts. A map of the project is published in the Annual Report of the Chief of Engineers for 1903, page 768. The mean range of tides is 9.5 feet at Boston light and 9.6 feet in the upper harbor. The foreign exports and imports for the port of Boston during the calendar year. ending December 31, 1906, amounted in value to $209,703,986, being an increase of $143,017,465 over the valuation in 1867, when the systematic improvement of the channels was begun. As to the effect of the improvement on freight rates, the general manager of the principal foreign steamship lines entering this port states that about thirty years ago steamers were employed with a loaded draft of 20 feet to 24 feet; twenty-two or twenty-three years RIVER AND HARBOR IMPROVEMENTS. 61 ago, of 25 to 26 feet; fourteen years ago, 27 or 28 feet; ten years ago, 28 feet 9 inches; later, 31 feet, and recently one of 33 feet 10 inches. He states, generally- that freight rates, caused by the larger class of steamers being used, are about 50 per cent less than they were some fifteen or twenty years ago, when very much smaller steamers were engaged in the trade. Tributary channels.-(a) Charles River.-In the original condition of the 9 miles of natural channel of this river, from its mouth to the dam at the head of navigation at Watertown, the depth at mean low water, from the mouth 41 miles to the Western Avenue Bridge, was not less than 7 feet, except in several places, covering about 1 miles, below Brookline Bridge, where the depth varied from 44 to 7 feet. From Western Avenue Bridge 21 miles to the Arsenal Street Bridge the depth was 4 feet. Thence 1- miles to the dam it varied between 0 and 91 feet. The original project, adopted by the act of June 14, 1880, which is also the existing project, is to widen and deepen the natural channel so that at mean low water it shall be from its mouth to Western Avenue Bridge 200 feet wide and not less than 7 feet deep; thence to Market Street Bridge 80 feet wide and 6 feet deep; thence to the dam 60 feet wide and 2 feet deep; at an estimated cost of $125,000. The amount expended to June 30, 1908, is $57,500, all for improve- ment, with which the channel has been completed as prescribed in the project up to the Arsenal Street Bridge (now called also Western Avenue Bridge). The project has been 40 per cent completed. The maximum draft that can be carried June 30, 1908, at mean low water over the shoalest part of the locality improved is 6 feet. The mean range of tides is 9.3 feet. The head of navigation is at the dam at Watertown, the upper limit of that part of the channel under improvement, to which point, 9 miles above its confluence with Mystic River in Boston, the stream is navigable in fact. The improvement made by the United States lies wholly above the West Boston (Cambridge) drawless bridge, completed in 1907, which precludes the passage of all masted vessels. The tidal basin is now being converted by the State of Massachusetts into a fresh-water lake with dam and lock; almost the entire river front has been acquired for park purposes; and on the section of the river under improvement all but three commercial wharves have been extinguished. The com- merce benefited by the improvement consisted in 1906 of 113,341 tons and in 1907 of 83,335 tons, all coal, the improvement enabling the delivery at wharves on the river without breaking cargoes at Boston, saving the cost of one handling and the greater cost of transportation from Boston by rail. The district officer is of opinion that so much of the existing project as provides for a channel from Brackett's wharf to Market Street Bridge, a distance of about 1,300 feet, and from Market Street Bridge to the dam at Watertown, is unworthy of prosecution by the General Government. This opinion is concurred in. The river and harbor act of September 19, 1890, appropriated $20,000 for continuing im- provement of Charles River- Provided. That no expenditure of said twenty thousand dollars shall be made until the draws in the Arsenal Street and Market Street bridges shall be made to conform to the projected channel without cost to the United States. 62 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The Arsenal Street Bridge has been altered to conform to the pro- jected channel, and as the Market Street Bridge is above the limits to which it is now believed that the channel should be extended, it is recommended that Congress authorize the expenditure of the $20,000 appropriated in 1890 in obtaining a channel of the projected width and depth to Brackett's wharf and in maintaining the Charles River improvement. A full description of the project, together with map of the river showing the progress of the improvement to this date, is on page 512, Annual Report of the Chief of Engineers for 1884. (b) Fort Point channel.--In its original condition the mid-channel depth was 12 feet at its mouth and 16 feet thence to the Federal Street Bridge, excepting at the draw in the Congress Street Bridge, where it was 14.5 feet at mean low water. The original project, adopted by the act of August 5, 1886, which is also the existing project, is to dredge a channel 175 feet wide and 23 feet deep at mean low water from the entrance about 4,190 feet to near Federal Street Bridge, at an estimated cost of $100,000, reduced in 1887 to $78,750. The total cost to the United States was $70,527 (including $9,219.10 for maintenance) with which the improvement was completed in No- vember, 1907. In the execution of this work there were dredged in 1897, 94,211 cubic yards, and in 1907, 157,940 cubic yards; total, 252,151 cubic yards. The expenditure of $9,219.10 for maintenance in the fiscal year 1908 was due to deterioration of the dredging done in 1887. The maximum draft that can be carried June 30, 1908, at mean low water over the shoalest part of the improved channel is 23 feet. The mean range of tides is 9.6 feet. The head of navigation is the southern extremity of South Bay, at Massachusetts avenue, Boston, Mass., to which point, about 2 miles from the entrance to the channel in Boston Harbor, the channel is navigable in fact. The commerce benefited by this improvement consists of coal, sugar, building materials, and miscellaneous merchandise, which amounted in the calendar year 1906 to 1,416,671 tons, and in 1907 to 1,443,686 tons. For a description of the project see Annual Report of the Chief of Engineers for 1888, page 452. PROJECT FOR GENERAL IMPROVEMENT. July 1. 1907, balance unexpended -------------------------------- $89, 858.80 June 30, 1908, amount expended during fiscal year for works of improvement ------------------ 14, 779. 57 July 1, 1908, balance unexpended -- 75, 079.23 Amount (estimated) required for completion of existing project .. 47, 500. 00 SAmount that can be profitably expended in fiscal year ending June 30, 1910. for maintenance of improvement, in addition to the balance unexpended July 1, 1908 __- -- ______ _- 25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. RIVER AND HARBOR IMPROVEMENTS. 63 PROJECT OF 1892 FOR 27-FOOT CHANNEL. July 1, 1907, balance unexpended ------------------------------- $55, 605. 16 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------ ------- 22, 605. 16 July 1, 1908, balance unexpended __ --- _ __ __- 33, 000.00 PROJECT OF 1899 FOR 30-FOOT CHANNEL THROUGH BROAD SOUND. July 1, 1907, balance unexpended -- -___ _______$69, 800.00 July 1, 1908, balance unexpended __69, 800. 00 PROJECT OF 1902 FOR 35-FOOT CHANNEL. July 1, 1907, balance unexpended ----------------------------- $2, 059, 711. 11 June 30, 1908, amount expended during fiscal year for works of improvement ---- 676, 940.09 July 1, 1908, balance unexpended 382, 771. 02 ,-- July 1, 1908, outstanding liabilities 318, 270. 43 July 1, 1908, balance available- 1, 064, 500. 59 July 1, 1908, amount covered by uncompleted contracts---- 3, 497, 808. 35 Amount (estimated) required for completion of existing project-- 3, 894, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 _. ......--------------------- 1, 400, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B 10.) 11. Dorchester Bay and Neponset Rinier, Miassachusetts.-Dorches- ter Bay is at the mouth of Neponset River, in Boston Harbor. The present controlling depth at mean low water in the bay up to Commer- cial Point, at the mouth of the river, is 13 feet; thence up the river to the highway bridge at Neponset, 1 miles above its mouth, it is 8 feet, and from said bridge up to Milton Mills, 4 miles above its mouth and at the head of navigation, it is 31 feet. The original project, which is also the existing project, adopted by the act of March 2, 1907, is to obtain by dredging a channel 175 feet wide and 18 feet deep at mean low water through Dorchester Bay and the mouth of the river to Commercial Point; and 100 feet wide and 15 feet deep at mean low water in Neponset River from Com- mercial Point to the Neponset highway bridge; estimated to cost $125,233.34. The act of March 2, 1907, appropriated the full amount of the estimate, with the proviso: That no part of this sum shall be expended until the Secretary of War shall have received satisfactory assurance that the improvement of that portion of the Neponset River described in said House document [No. 83, 59th Cong., second session], which lies above the project herein adopted, shall be made and here- after maintained by the State of Massachusetts or other agency without expense to the Government of the United States. The improvement contemplated under this proviso is to secure a channel 6 feet deep from Neponset highway bridge to Milton Mills, 100 feet wide between the said bridge and the Granite bridge, 75 feet wide thence to Godfrey's wharf, and thence 50 feet wide for a farther distance of 250 feet. 64 REPORT OF THE CHIEF OF ENGINEERSY U. S. ARMY. The legislature of Massachusetts by the following resolves, approved by the governor June 24, 1907, and March 5, 1908, respectively, has given assurance satisfactory to the Secretary of War that the im- provement of the river above Neponset bridge will be made and here- after maintained by the State of Massachusetts: That there be allowed and paid out of the treasury of the Commonwealth a sum not exceeding thirty-four thousand two hundred and seventy dollars and forty-four cents to be expended under the direction of the harbor and land commissioners in the improvement of that part of the Neponset River which lies above the Neponset highway bridge: Provided, however, That no part of said amount shall be so expended until the United States shall have completed the improvement of Dorchester Bay and the Neponset River to a point at the aforesaid Neponset highway bridge. * * * * * * * That the conditions set forth in the act of Congress known as the river and harbor act approved March second, nineteen hundred and seven, which requires that no part of the sum appropriated by Congress by said act shall be expended until the Secretary of War shall have received satisfactory assurance that the improvement of a certain part of the Neponset River above the improvement provided for by the said act of Congress shall hereafter be maintained by the Commonwealth of Massachusetts or other agency, without expense to the Gov- ernment of the United States, are hereby accepted, and the said conditions shall be observed by the Commonwealth in accordance with the terms of the act of Congress aforesaid. The amount expended on this project to June 30, 1908, is $40.48, in payment for printing specifications and other office expenses. Dredg- ing is about to be commenced under a contract for the completion of the entire improvement authorized by Congress. The maximum draft that can be carried at mean low water over the shoalest part of the channel to be improved is 13 feet to Commercial Point, and 8 feet to Neponset highway bridge. The mean range of tides is 9.6 feet. During the calendar year 1906 the total commerce of the bay and river was 334,026 tons, and in 1907, 349,764 tons, of which 64,384 tons was carried to Milton above the limits of the improvement under- taken by the United States. The purpose of the improvement is to permit the delivery at the localities concerned of freight, principally coal, at the lowest freight rates, by providing a depth of water necessary to accommodate ocean- going barges. The head of navigation is at Milton Mills, to which point 4 miles above the mouth of the river the stream is navigable in fact. The project for the improvement of the bay and river, with report and map of survey, is published in House Document No. 83, Fifty- ninth Congress, second session. The report of an examination of this river made in 1892 is printed in the Annual Report of the Chief of Engineers for 1893, page 800; and the report of an examination and survey in 1897, in the Annual Report for 1897, page 876. July 1, 1907, balance unexpended ______ -_______ $125, 233. 00 June 30, 1908, amount expended during fiscal year for works of improvement - - _ _ - _ - - -_40.48 July 1, 1908, balance unexpended __-_- 125, 192.52 July 1, 1908, amount covered by uncompleted contracts 77, 350.00 (See Appendix B 11.) 12. Weymouth River, Massachusetts.-(a)Weymouth Fore River.- In its original condition the channel had a depth of 18 feet at mean RIVER AND HARBOR IMPROVEMENTS. 65 low water with a least width of 300 feet up to a point about 1 mile below Weymouth Fore River bridge, at Quincy Point, the 18-foot channel extending 3,400 feet above that point but too tortuous for safe navigation of large vessels. In the remaining 1,800 feet to the bridge the channel, when surveyed, was 150 feet wide and 13 feet deep at mean low water, but, before the adoption of the project, had been increased without expense to the United States to the width of 200 feet and depth of 15 feet at mean low water. Above the bridge the channel was 12 feet deep at mean low water for a distance of 2,200 feet, 6 feet deep with a practicable width a distance of 4,000 feet farther, and 3 feet deep a distance of 7,000 feet farther; but the chan- nel was too narrow to be practicable. The original project, adopted by the act of September 19, 1890, was to obtain in Weymouth Fore River for a distance of 7,000 feet below the head of navigation a channel with the uniform depth of 6 feet at mean low water with the width of 100 feet to near Weymouth Landing, 80 feet thence to Braintree Bridge, and 50 feet thence 950 feet above that bridge, at an estimated cost of $40,000. The amount expended under that project was $42,750 (including $2,750 for maintenance), with which, except for four small ledges uncovered by dredging, there was dredged and maintained to 1906 a channel of the full projected dimensions, the future maintenance of which devolves upon the State of Massachusetts under acts of Congress and the legis- lature of Massachusetts, printed on pages 824 and 825 of the Annual Report of the Chief of Engineers for 1905. The existing project, adopted by the act of March 3, 1905, embraces only that portion of the river extending from its mouth in Hingham Bay about 31 miles up to Weymouth Fore River bridge at Quincy Point, and is to dredge a channel about 1 mile long, 300 feet wide, and 18 feet deep up to that bridge, at an estimated cost of $57,500. The amount expended on this project is $53,034.20, all for improve- ment, with which the authorized channel has been completed. The maximum draft that can be carried through the portion of the river embraced in this improvement is 18 feet at mean low water. The mean range of tides is 9.5 feet. The head of navigation is 2.7 miles above this improvement at East Braintree, to which latter point the navigable length of Weymouth River from its mouth is 6.2 miles. The freight carried on the river amounted in 1904 to 95,843 tons, and in 1907 to 179,551 tons, of which more than 87 per cent was coal. The increased depth obtained is of importance chiefly to the Fore River Ship Building Company, which builds at its extensive plant at Quincy Point large passenger and freight steamers, cruisers, and battle ships up to 20,000 tons. This company states that while no direct reduction in freight rates has been realized, the improved chan- nel has proven of greater value and benefit in permitting the entrance of larger barges loaded with coal and lumber and the passage of vessels of greater draft between the harbor and the shipyards on the river. The original project of improvement (above Weymouth Fore River bridge) is printed in the Annual Report of the Chief of Engi- neers for 1890, page 522. A report of the survey of the river (below Weymouth Fore River bridge) is printed in the Annual Report of the Chief of Engineers for 1904, pages 891-898. 57101-ENG 1908--5 66 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY., July 1, 1907, balance unexpended _----------------------------$6, 013.10 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------- 1, 547. 30 July 1, 1908, balance unexpended ---------------------- 4465.80 4, July 1, 1908, outstanding liabilities ------------------------ 1, 1700.00 July 1, 1908, balance available -------------------------------- 2, 765. 80 (b) Weymouth Back River.-In its original condition Weymouth Back River had a practicable channel not less than 200 feet wide and not less than 12 feet deep at mean low water from its confluence wrth Weymouth Fore River, 8,000 feet to the wharf of the American Agricultural Chemical Company, except on its bar, 400 feet across, one-fourth of a mile above its mouth, where the depth was 11 feet, and except the 2,000 feet next below that wharf, where the depth gradually shoaled from 12 feet to 6 feet at mean low water. The original project adopted by a proviso in the act of August 18, 1894, which is also the existing project, is to dredge in Weymouth Back River a channel 12 feet deep at mean low water 200 feet wide through the bar and to extend the channel 12 feet deep at mean low water and 200 feet wide 2,200 feet to the wharf of the American Agri- cultural Chemical Company, at an estimated cost of $22,000. The amount expended on this project is $22,000 (including $1,521.32 for maintenance), with which the channel has been dredged to the dimensions authorized by the project. After the completion of the improvement, by the application of the remaining funds in main- tenance during the past fiscal year the full depth of channel pre- viously dredged was restored with the width of 175 feet through the bar near the mouth of the river and 180 feet thence to the head of the improvement. The present deficiency in width is due to deteriora- tion of the portion of the channel dredged in 1897, and the amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied to restoring the full width of the improved channel. The maximum draft that can be carried at mean low water over the shoalest part of the locality under improvement is 12 feet. The mean range of tides is 9.4 feet. The head of navigation is about 4 miles above the bar at the mouth of the river, and about 3 miles above the wharf of the Chemical Com- pany, which is the upper limit of the improvement. The commerce benefited by the improvement comprised, in 1906, 136,560 tons, and in 1907 169,756 tons, of which about seven-eighths was raw and manufactured fertilizer products. A report of the survey of Weymouth Back River is printed in the Annual Report of the Chief of Engineers for 1891, page 683. July 1, 1907, balance unexpended_ ---------------------------- $10,142.12 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $8, 620.80 For maintenance of improvement ----------------- 1, 521.32 10,142.12 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement ----------------------- 5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. RIVER AND HARBOR IMPROVEMENTS. 67 CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $16, 155.22 June 30, 1908, amount expended during fiscal year: For works of improvement-_ $10, 168. 10 For maintenance of improvement ----------------- 1,521. 32 11, 689.42 July 1, 1908, balance unexpended 465. 80 44,----------------------- July 1, 1908, outstanding liabilities ---------------------------- 1, 700. 00 July 1, 1908, balance available --------------------------- 2, 765.80 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ...-------------------------- _ . a5,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix B 12.) 13. Hingham Harbor,Massachusetts.-In its original condition the channel leading to Hingham, south of Ragged and Sailor islands, was very narrow and crooked and obstructed by sunken rocks and shoals, over which the least depth was 4 feet at mean low water, while the available width of channel was but 30 feet. The original project, adopted by the act of March 3, 1875, was to widen and deepen the natural channel by dredging and blasting to the width of 100 feet and depth of 8 feet at mean low water from deep water near the head of the harbor to the steamboat wharf, a distance of about 2,500 feet, at an estimated cost of $11,000. This improvement was completed in 1884, with the expenditure of $9,316.58, all for improvement, allotted from the appropriation for improving harbor at Boston, Mass. The existing project, adopted by the act of August 5, 1886, and completed in 1893, is to deepen the improved channel 100 feet wide to 10 feet at mean low water and remove a mid-channel ledge, in the lower channel between Chandlers and Ragged islands, at an estimated cost of $18,750. By the act of March 2, 1907, without previous esti- mate, $10,000 was appropriated for redredging the channel. In accordance with the desire of local commercial interests, active steps toward the application of this appropriation have been sus- pended awaiting action by Congress to make the funds available for extension instead of maintenance of channel. To June 30, 1908, $19,327.72 (including $327.72 for maintenance) has been expended under the existing project. The maximum draft that can be carried June 30, 1908, over the shoalest part of the locality under improvement is 81 feet at mean low water. The mean range of tides is 9.5 feet. The commerce benefited by the improvement consists of coal and building materials, of which 16,313 tons was received during the calendar year 1907, slightly more than the freight reported received in 1883; but the line of Boston passenger steamers which at the time the improvement was made landed at the pier at the head of the improvied channel has long since been discontinued. a For Weymouth Back River. 68 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original project, with survey of the harbor, is in the Annual Report, Chief of Engineers, for 1875, Part 2, page 417. A report of the survey upon which the present project is based is in the Annual Report for 1885, page 555, and a map of the harbor in the report for 1888, page 456. July 1, 1907, balance unexpended __ ___ ___ _$9, 680.98 June 30, 1908, amount expended during fiscal year for maintenance of improvement- - - -_8.70 July 1, 1908, balance unexpended --------------------------------- 9, 672.28 (See Appendix B 13.) 14. Harbor at Scituate Mass.-In its original condition the depth on the bar was about 2.5 feet at mean low water, and the entrance was obstructed by many sunken bowlders; of the low-water area of about 57 acres, 6 acres had a depth of at least 3 feet at mean low water, and there was little protection against the sea. The original project seems to have been to protect the beach between Cedar Point and the mainland on the northerly side of the entrance to the harbor, upon which, prior to operations under the existing project (in 1829 to 1852), $1,090.98 was expended in building 450 linear feet of brush and stone bulkhead and 385 linear feet of stone apron 10 feet wide. The existing project, adopted by the act of June 14, 1880, is to build, of rubblestone, a north breakwater 800 feet and a south breakwater 730 feet long, to dredge an anchorage basin of 30 acres and an en- trance channel 2,700 feet long and 300 feet wide, with depths at mean low water of 15 feet at the entrance, 12 to 15 feet between the break- waters, 12 feet immediately back of the south breakwater, 10 feet in the anchorage basin, and 3 feet in the channel to the wharves, at an estimated cost of $100,000 for the breakwaters and of $190,000 for the dredging; total, $290,000. Up to the close of the fiscal year ending June 30, 1908, there had been expended on the work under the existing project $103,500. Of this amount about $56,000 was expended for dredging, including about $9,500 expended from 1899 to 1901 in maintenance of the dredged channel. The amount previously expended for maintenance is not ascertainable. With that expenditure all known bowlders obstructing the entrance to the harbor have been removed; the anchorage basin, 350 feet by 400 feet, has been dredged 7 feet at mean low water, and the channel from the sea to the basin has been dredged 7 feet deep, 100 feet wide, and 1,600 feet long; the channel, 2,150 feet long from the anchorage basin to the town wharves, has been dredged 3 feet at mean low water at ]east 100 feet wide; and 720 linear feet of the north breakwater and 450 linear feet of the south breakwater have been built. Fifty per cent of breakwater construction and 21 per cent of the dredging authorized have been completed. Through deterioration of the dredged channel, as reported by local interests, the channel depth has been reduced to less than 2 feet at mean low water. The mean range of tides is 9.8 feet. The commerce benefited by this improvement consists of coal and building materials, of which about 15,000 tons was carried in 1902 RIVER AND HARBOR IMPROVEMENTS. 69 and 8,087 tons in 1907. In 1883, prior to any dredging by the United States, the value of the annual commerce was reported to be $677,837, which had in 1907 declined to less than one-tenth of that sum. In pursuance of a resolution of the Committee on Rivers and Har- bors of the House of Representatives, the Board of Engineers for Rivers and Harbors in 1903 considered the project for this work, and in its report, published in the Annual Report of the Chief of En- gineers for that year, pages 777-780, concurred in the opinion of the district officer that this place is not worthy of further improvement as a harbor of refuge, but in order to realize the greatest advantage from work already done, recommended the discontinuance of the present project for the improvement of Scituate Harbor and the adop- tion of a project for obtaining a channel 6 feet deep at mean low water and 100 feet wide from the entrance to the docks, at the cost of $18,000. No appropriations have been made for this work for nine years past, and the district officer has reported that, by reason of the diminu- tion in water-borne commerce, and the scarcity of light-draft vessels suitable for the authorized depth, the public benefits to be anticipated are entirely disproportionate to the cost of completing the improve- ment and the excessive cost of maintaining it. For these reasons no further estimate for the improvement of the harbor is submitted. The existing project, as reported by a Board of Engineers Septem- ber 18, 1880, with map of the harbor, is published in Annual Report of the Chief of Engineers for 1881, page 523. Amount (estimated) required for completion of existing project. $186, 500. 00 (See Appendix B 14.) 15. Harbor at Duxbury, Mass.-This harbor has two channels leading from deep water in the " Cow Yard " in Plymouth Harbor. The easterly channel to the east of Captains Hill is in Duxbury Bay, an extensive area of sandy shoals separated from the ocean by Dux- bury Beach, a slender beach about 4- miles in length; the westerly channel, known as the Miles channel, leads into Kingston Bay, west of Captains Hill. In its original condition the easterly channel had a practicable width with a depth of 6 feet at mean low water to a point 2,600 feet from the wharf at Duxbury, in Duxbury Bay, and the Miles channel a depth of 8 feet at mean low water and a practicable width to a point 2,100 feet from the wharf at Duxbury, in Kingston Bay. The original projects appear to have been- 1. For the protection of the beach, authorized by the act of July 4, 1836, by building groins of stakes and brush. 2. For the improvement of the channel, authorized by the act of June 10, 1872, to extend the Miles channel by dredging to the depth of 8 feet and width of 200 feet for a distance of 2,300 feet up to a point 200 feet above the wharf at Duxbury, in Kingston Bay. On these projects there was expended prior to operations under existing project $25.000, with which some protection was given to Duxbury Beach, and the Miles channel was extended the aforesaid distance with the aforesaid depth and width. 70 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project, approved by the Secretary of War August 12, 1899 (a modification of a project submitted November 28, 1887), is to dredge a channel 6 feet deep at mean low ivater 60 feet wide, increasing to 100 feet on the curve, from the southerly wharf at Dux- bury, in Duxbury Bay, 3,600 feet to the head of the easterly channel, at an estimated cost (as increased in 1899) of $17,820. To the close of the fiscal year ending June 30, 1908, there had been expended under the existing project $12,000, all for improvement. With this expenditure the easterly channel has been extended with the depth of 6 feet the entire distance of 3,600 feet to the wharf, with a width of 80 feet at the wharf, 60 feet at the turn, and 40 feet else- where. The project is 81 per cent completed. No survey has been made to determine the extent of the deteriora- tion of the channel, but periodical reports from the only firm receiv- ing water-borne freight show a gradual shoaling in the upper part of the channel until at the present time the maximum continuous depth at mean low water is but 1 foot. The mean range of tides is 9.3 feet. In 1907 the commerce of the harbor, exclusive of fishing boats, con- sisted of 2,496 tons of coal and lumber, received for local consump- tion, the average receipts for the past five years being 2,329 tons. Although the depth of channel obtained in 1900 was sufficient to per- mit the passage of medium draft vessels engaged in the coal and lum- ber trade, no appreciable increase in water traffic occurred, and in view of the increasing difficulty of chartering vessels of suitable draft none is to be expected. It is the opinion of the district officer that the commerce involved is not of sufficient magnitude to justify the United States in undertaking the restoration of the channel or increasing the width as originally projected. The project for beach protection, adopted in 1836, is in the Annual Report of the Chief of Engineers for 1866, Part 2, page 36. The original project for improving the harbor is in Annual Report of the Chief of Engineers for 1872, pages 947 and 964. The existing project (without modifications approved August 12, 1899) is in Annual Report of the Chief of Engineers for 1888, page 473, together with maps of the harbor. No map or description of the channel as modified under the project of 1899 has been published. Amount (estimated) required for completion of existing project ...- $5, 820. 00 (See Appendix B 15.) 16. Harbors of Plymouth and Provincetown, Mass.-(a) Harbor at Plymouth.-In the original condition of the harbor the channel and low-water line were about 2,500 feet from the wharf at Ply- mouth. Long Beach, between the harbor and the ocean, was, for the most part, low and narrow, and liable to inroads by the sea that would injure or destroy the harbor. All projects and expenditures prior to 1875 appear to have been for the construction of works for the preservation of the beach. The original project for the improvement of the channel, adopted by the act of March 3, 1875, was to dredge a channel, 100 feet wide and 6 feet deep at mean low water, through the flats from the channel in the inner harbor to Long Wharf in Plymouth, at an estimated cost of $28,000. RIVER AND HARBOR IMPROVEMENTS. 71 Prior to operations under the existing project, $198,859.22 had been expended in preserving Long Beach and in dredging under the proj- ect of March 3, 1875, as modified, which resulted in obtaining a chan- nel 150 feet wide and 9 feet deep and a basin directly in front of the town wharves 866 feet long, 150 feet wide, and 9 feet deep. Of this amount $60,727.52 was expended for maintenance. The existing project for the protection of the beach, adopted by the act of March 3, 1899, is to strengthen the sections of beach damaged by the great storm of November, 1898, and to restore Eel River to its former course, discharging into the head of the harbor, from its course into the sea, to which it was changed by the storm. The esti- mated cost was $95,700. The amount expended on the work of improvement under the ex- isting project to the close of the fiscal year ending June 30, 1908, is $73,437.28, with which 11,843 linear feet of rubblestone dike was built on Long Beach, which has resulted in strengthening the beach by the accretion of a large volume of sand and beach shingle; Eel River was restored to its former course, and 536 linear feet of stone dike was built to prevent the river from being again turned into the sea. In addition to the aforesaid amount expended under the present project, $3,954.42 has been expended for maintenance in redredging the turn- ing basin, which had been dredged at the wharves under the project of March 3, 1875. By way of refundment, $4,530.12 was collected as damages from the surety of a failing contractor. In the report of January 20, 1899, submitting the project with esti- mate of cost, it was said: The following estimate for this work should be considered approximate only, for the reason that further changes are likely to occur before the work can be accomplished, which changes may materially increase or diminish the amount of work necessary to restore the beach to a safe condition. The accretion of the beach before the stone dike was built materi- ally diminished the cross section of a considerable part of it, and per- mitted its extension to protect other places where further erosion has occurred. It is proposed to apply the available balance to repairing the riprap dike on the beach. The commerce consists chiefly of coal and lumber, of which 33,354 tons was received in 1906 and 40,615 in 1907. It is reported by the harbor master at Plymouth that the improve- ment of this locality by the United States has effected a saving of 50 cents per ton in freight rates. The maximum draft that can be carried, June 30, 1908, at mean low water, over the shoalest part of the locality under improvement is 7.5 feet. The mean range of tides is 10.1 feet. The original project for dredging is published in the Annual Re- port of the Chief of Engineers for 1874, Part 2, page 348. The project of 1899 is printed in the report for that year, page 1089. A map of the dredged channel and basin is printed in the Annual Re- port of the Chief of Engineers for 1888, page 460. July 1, 1907, balance unexpended ------------------------------- $8, 270. 94 July 1, 1908, balance unexpended ------------------------------- 8, 270.94 Amount (estimated) required for completion of existing project-20,700.00 72 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Harbor at Provincetown, Mass.-This is an important harbor of refuge in the bight at the extremity of Cape Cod. In its original condition the width and depth of its entrance and the depth of its anchorage were ample for the largest vessels, but actual or threatened inroads by the sea across the low and narrow part of the cape east of the town, and at intervals along about 1i miles of the narrow beach southwest of the town, were a serious menace to the harbor. The original project, adopted by the act of May 20, 1826, was " for the preservation of the point of land forming Provincetown Harbor." The project from 1826 continuously to this date has been, by build- ing dikes and groins and by other sand-catching devices, to arrest the erosion and promote the accretion of the barrier of beach and sand dunes which protects and preserves the harbor. The amount expended to June 30, 1908, is $218,661.31, all applied to improvement. The preservation of the harbor, whose importance as a harbor of refuge requires no elaboration, depends upon the maintenance of the barrier from Abel Hill to Long Point as a protection against westerly and southwesterly seas. Since the commencement of the improvement it has been sought to maintain this barrier by means of timber struc- tures of temporary character, designed to catch and hold the sand moved by the sea and wind. Although in the vicinity of and below Wood End they have been partially successful in accumulating sand moved by the wind, for the greater part of the distance between Abel Hill and Wood End they have failed in the long run to accomplish their purpose, and now for a considerable part of this distance there exists between the ocean and the harbor only a light, sand-filled, wooden bulkhead, built on the beach whose crest is below the level of spring tides. The failure of these works may be attributed to absence of any great quantity of wind-driven sand, and to the inability of light timber structures to withstand the inroads of the sea. As a result of storms of the past winter, a portion of the beach is now in such a condition that temporary expedients can not be relied upon or expected to hold it through another winter of average westerly storms. For the security of the harbor a rubblestone dike is required across House Point Island flats from the vicinity of Stevens Point to a point northeasterly from Wood End Light, as shown in a general way on the map at page 576 of the Annual Report of the Chief of Engineers for 1886, estimated to cost $135,000, and to this purpose the appropriation asked for will be applied. It is recommended that provision for the entire work be made at one time, either by a single appropriation or by the continuing-contract system. The maximum draft that can be carried to the anchorage is ample for the largest vessels. The balance available will be applied to works of protection for preserving and strengthening the beach that preserves the harbor. A description and plan of works are in the Annual Reports of the Chief of Engineers for 1876, 1879, 1886, and 1897, pages 181, 273, 574, and 878, respectively. The commerce of this port is a small factor in this improvement compared with the preservation of this very excellent and important harbor of refuge. RIVER AND HARBOR IMPROVEMENTS. 73 July 1, 1907, balance unexpended --------------------------- $10,428.59 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 3,261.46 July 1, 1908, balance unexpended ----------------------------- 7, 167.13 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unex- pended July 1, 1908...----------------------------------- 135, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $18, 699.53 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 3, 261.46 July 1, 1908, balance unexpended ----------------------------- 15,438.07 Amount (estimated) required for completion of existing project_- 20, 700.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unex- pended July 1, 1908_ - a135, 000.00 .---------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B 16.) 17. Channel between North and South Hero islands, Lake Cham- plain, Vermont.-By the original project, adopted by the act of July 4, 1836, this channel, sometimes called the " Gut," was deepened by dredging to 8 feet at mean low water. The work was completed in 1839, at a total expense of $21,000. In 1881 it was found by survey that the channel, about 11 miles long, had an average depth of 10- feet, with sufficient width, except that it was obstructed at its western entrance by a bar through which the channel was 40 feet wide and 7 feet deep, and at its eastern entrance by a bar through which the channel was 100 feet wide and 8 feet deep. The existing project, adopted by the act of August 11, 1888, is to obtain a channel 150 feet wide and 10 feet deep at both entrances, at an estimated cost of $14,300. The dredging was done in 1889 and the channel reported as completed. Since 1897 it has been reported that the western entrance to the passage was obstructed by a dangerous bowlder in mid-channel and that the channel was 1 to 4 feet shoal and 25 feet narrower than the project prescribed. A survey of the channel made in January, 1906, in connection with the complaint that the bridge of the Rutland Railroad Company is an unreasonable obstruction to navigation through the channel, shows that the channel has shoaled to the depth of approximately 7 feet at low lake level. Under an order of the Secretary of War requiring that company to alter its bridge or restore and maintain the authorized channel dimensions, the work of restoring the channel is very nearly completed. To June 30, 1908, the amount expended under the existing project is $10,000, appropriated by the act of 1888. a For Provincetown Harbor. 74 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This channel is the main water connection between the commer- cial channel on the western side and Swanton Harbor and St. Albans Bay on the eastern side of the lake, and is generally used by steam and sailing vessels plying in that part of the lake, but the amount of commerce benefited by the improvement can not be accurately stated. Two steamers, carrying freight and considerable numbers of passen- gers, each pass through this channel twice daily during the season of navigation. The existing project, with report of survey, is published in the Annual Report of the Chief of Engineers for 1897, page 3299. 18. Harbor at Burlington, Vt.-Before improvement there was ample depth of water along the docks and wharves, but they were without protection against wind and seas from Lake Champlain. In the greatest exposure during the prevalent northwesterly gales the wind has a sweep obliquely across the lake of about 10 nautical miles. The original project, adopted by the act of July 4, 1836, was to build a breakwater parallel with the shore and about 1,000 feet from the docks and wharves. Under the original and modified projects the amount expended for construction prior to the adoption of the project of 1886 was $501,811.07, with which 3,551 feet of breakwater was built. The existing project, adopted in 1886, is to extend the breakwater 1,500 feet (500 feet northerly and 1,000 feet southerly), at an esti- mated cost of $150,000; enlarged in 1894 and 1902 to embrace repairs and replacing the crib superstructure (4,157 feet) with one of stone or concrete, at a cost estimated at $173,750, a total of $323,750. The repair of the superstructure is being carried on under continu- ing contract for which the full amount authorized has been appropri- ated. In the execution of this work it developed that through deterioration of the timber cribs, the substructure on the lake face of the breakwater for a distance of 1,165 feet is in a serious condition as to stability. A rubble mound extending the full height of the sub- structure cribs, estimated to cost $52,000, should be built without delay to support and protect the lake face of the substructure. Under the existing project there was expended to June 30, 1908, $210,507.10, of which $59,738.69 was applied to extending the break- water 606 feet (364 feet northerly and 242 feet southerly), making the total length of the structure 4,157 feet. The remainder, $150,- 768.41, was applied to repairs and completing the rebuilding of 3,240 feet of superstructure, including $24,555 expended in repairing por- tions of the substructure thereunder, the necessity for which repairs could not be foreseen until the old superstructure was removed. From sales there was derived $146. The extension is 40 per cent and the rebuilding of the superstructure 78 per cent completed. The extreme variation of level of water surface is 6 feet and the usual variation about 4 or 5 feet. Of the appropriation asked for, $52,000 will be applied to the con- struction of a rubble protection for the substructure of a portion of the breakwater, and $34,555 to rebuilding the superstructure in ac- cordance with the project of 1902, this sum being the cost of sub- structure or foundation repairs which had to be made prior to the erection thereon of said superstructure. This maintenance work on the timber cribs of the substructure to the present time has required RIVER AND HARBOR IMPROVEMENTS. 75 the expenditure of $24,555 from funds on hand designed for continu- ing the rebuilding of the superstructure, and for like repairs to sub- structure now in progress $10,000 additional will be required. The commerce amounted in 1904 to 107,421 tons, and in 1907 to 250,569 tons, of which, in 1907, nearly 80 per cent was lumber. A description of the existing project for repairs and maintenance may be found in the Annual Report of the Chief of Engineers for 1901, page 1072, and a description and history of the work in the Annual Report for 1897, page 3296. July 1, 1907, balance unexpended --------------------------- $42, 591.18 Receipts from sales_ ----------------------------------------- 136. 00 Amount appropriated by sundry civil act approved May 27, 1908 - 16, 855.00 59, 582.18 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 26, 588. 28 July 1, 1908, balance unexpended ----------------- 32, 993. 90 July 1, 1908, outstanding liabilities ------------------------ 6, 073. 95 July 1, 1908, balance available_ ------- 26,919.95 July 1, 1908, amount covered by uncompleted contracts ------------ 6, 019. 32 Amount (estimated) required for completion of existing project...a 124, 555. 00 mount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the bal- ance unexpended July 1, 1908 ----------------------------- b 86, 555. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix B 17.) 19. Narrows of Lake Champlain,New York and Vermont.-In its original condition the 15 miles of this waterway extending from the northern terminus of the Champlain Canal, at Whitehall, northerly to Benson Landing, Vt., had a narrow and tortuous channel not more than 9J feet to 10 feet deep on the shoals at low water. The original project, adopted by the act of August 5, 1886, was to obtain, by dredging and by a small amount of rock excavation, a channel with a least width of 150 feet and depth of 12 feet at low aAmount estimated required for completion of existing project: Improvement-Extension of breakwater 900 feet (project of 1886) balance --------------------------------------------- $90, 000 Maintenance, project of 1902- Expenditures for repairs to substructure or foundation prior to rebuilding the superstructure- 24, 555 Required for like repairs to substructure, now in progress ---- 10, 000 124, 555 bAppropriation recommended, for maintenance of improvement: Repairs to substructure already made, see preceding note------- $24, 555 Repairs to substructure now in progress, see preceding note------- 10, 000 Rubblestone protection for substructure----------------------52, 000 86, 555 76 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. water from Whitehall to deep water below Benson Landing, a dis- tance of 15 miles. On the original project (as extended in 1890 to widen and straighten the middle reaches of the channel) the amount expended prior to operations under existing project was $63,500. The existing project, adopted by the act of March 3, 1899, is to widen the channel and restore it to the depth of 12 feet at mean low water in five localities; also to provide fenders for protecting barges from collision with the rocky banks of the channel at Puts rock, the Narrows, and Pulpit Point, at an estimated cost of $22,500. To June 30, 1908, the amount expended under the existing project was $24,015, including $15 for maintenance, with which the project has been completed. Available funds will be applied to maintenance of the improvement. To June 30, 1908, the maximum draft that can be carried over the shoalest part of the locality under improvement is 12 feet at low water. The extreme variation of level of water surface is 6 feet, and the usual variation about 4 or 5 feet. From the foot of the canal at Whitehall to the head of Lake Cham- plain at Crown Point the navigable length of the Narrows is 37 miles. From Whitehall navigation is continued to the Hudson River and Erie Canal by the Champlain Canal, which is 65 miles long, from the southern extremity of the Narrows at Whitehall to Troy, N.Y. The commerce consists principally of coal, pulp wood, building material, and general merchandise, and amounted in 1904 to 651,592 tons, and in 1907 to 724,529 tons. The original project, with report and map of the survey of the channel, is published in the Annual Report of the Chief of Engineers for 1885, pages 2312 and 2315, and the existing project in the Annual Report for 1897, page 3302, and 1898, page 1046. July 1, 1907, balance unexpended --------------------------------- $4, 985.00 July 1, 1908, balance unexpended --- --------------------------- 4985. 4, 00 (See Appendix B 18.) 20. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of schooner Phineas H. Gay at the entrance to Broad Sound, Boston Harbor, Mass.-This vessel was sunk Sep- tember 3, 1907, forming a dangerous menace to navigation. On De- cember 23, 1907, the wreck had been removed under contract, at a cost of $500, to the required depth of 40 feet at mean low water, so that it was no longer a menace to navigation. (b) Wreck of schooner Julia A. Decker, in Newburyport Harbor. Mass.-This vessel, which sunk September 15, 1901, when reported as a dangerous obstruction, lay on the north or Salisbury Beach side of the channel in Newburyport Harbor, about midway between the shore end of the north jetty and Badger rocks. It was removed under contract and completed December 20, 1907, at a cost of $750. (c) Wreck of canal boat F. W. Avery in Great Chazy River, N. Y.- The larger portion of the wreck was lodged against the Coopersville highway bridge and the remainder against the center pier of the Delaware and Hudson Railroad bridge. The work of removal was completed on January 23, 1908, under contract at a cost of $500. RIVER AND HARBOR IMPROVEMENTS. 77 (d) Wreck of schooner Helen F. Ward in Provincetown Harbor, Mass.-This vessel was sunk in November, 1901, approximately 325 feet east-southeast from the beacon on old Union wharf. The re- moval of the wreck was completed April 13, 1908, under informal agreement at a cost of $150. (e) Wreck of steamer City of Birmingham, in Boston Harbor, Mass.-This steamer sunk in Boston Harbor on November 4, 1907, on the southerly side of the 27-foot channel and about 1,800 feet north- westerly from Castle Island. Contract for its removal has been let and work is in progress at the date of this report. (See Appendix B 19.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports dated October 24, 1907, and March 13, 1908, on preliminary examination and survey, respectively, of Lynn Harbor, Massachusetts, with a view to further improvement required by the river and harbor act of March 2, 1907, were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Cong1 and printed in House Document No. 948, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $179,000 is presented. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for in the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. Plymouth Harbor, Massachusetts. 2. Gloucester Harbor, Massachusetts. 3. Mystic River, Massachusetts. 4. Merrimac River, Massachusetts. 5. Burlington Harbor, "The Gut," and Harbor at St. Albans, Lake Champlain, Vermont. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEWPORT, RHODE ISLAND, DISTRICT. This district was in the charge of Col. J. H. Willard, Corps of Engineers, to February 28, 1908, and in the temporary charge of Maj. Harry Taylor, Corps of Engineers, since that date. Division engineer, Col. John G. D. Knight, Corps of Engineers. 1. Harbor of refuge at Nantucket, Mass.-This harbor is the only one between the harbors of Marthas Vineyard (Vineyard Haven and Edgartown) and Provincetown, a distance of 100 miles, except the small harbor of Hyannis, on the north side of Nantucket Sound. It has considerable area, with a depth of water in excess of 12 feet, 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. Inci- dentally it forms a commercial harbor for the island of Nantucket, and it is the only one on the island. So far as known it has never been used to any extent as a harbor of refuge. In its original condition the channel entrance was obstructed by a bar 1.5 miles in width, on which there was only 6 feet of water at 78 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. low tide, the channel being very crooked and subject to changes in location. Between 1829 and 1844 an ineffectual attempt was made to dredge a channel through the bar; $45,734.75 was expended prior to beginning operations under the existing project. The present project, adopted in 1880 and modified in 1885, pro- vides for the construction of two jetties, one on each side of the entrance, and for dredging when necessary, in order to obtain a channel depth of from 12 to 15 feet at low water. Estimated cost, $375,000, exclusive of cost of dredging. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, exclusive of outstanding liabilities. was $387,302.44, of which $7,210 was expended in repairs to the west jetty, $6,312.90 to the east jetty, and $50,000 in dredging. About 83 per cent of the west jetty and 90 per cent of the east jetty have been constructed. A channel 200 feet wide and 12 feet deep at mean low water was dredged between the jetties during the working season of 1905. The mean rise and fall of the tide is about 3 feet. During an unusually severe storm in December, 1896, a breach was made through the Haulover beach between the ocean and the head of the harbor. The beach still remains open, and it is believed that its influence has been to retard the deepening of the jetty channel. The depth of water in the passage through the Haulover beach is said by the fishermen using it to be somewhat less since dredging the jetty channel. It would be a benefit to the jetty channel to have this passage closed. Its closure, however, by any works at the Haul- over would be a matter of very great expense, but increasing the waterway by dredging in the jetty channel will increase the navi- gation facilities and at the same time promote the closing of the breach at the Haulover. A large portion of the 3,955 feet of the west jetty, built prior to 1884, has been damaged somewhat by storms and ice and, having no core of small stone, allows considerable sand to pass through it. This should be repaired so as to be as sand tight as possible and raised to its original height. It is estimated that $30,000 will be required to complete the repairs in addition to the estimated cost of the project. The approved project for this work contemplates building two converging jetties and the excavation by dredging of so much of the channel as may not be deepened by the tidal scour. The estimate of the approved project was $375,000 for the jetties alone. But the height above low water was left to be determined by experience, and it will be some years before the work can be considered as complete. Owing to the exposed situation, the character of the bottom, and the effect of ice, $13,522.90 of the appropriation for construction is prop- erly chargeable to maintenance, for which no special allotment was made. Dredging, which was included in the project but not in the estimate, had been postponed year by year to observe the action of the jetties, but $50,000 for the purpose of dredging was first applied from the appropriation of March 3, 1905. The dredged channel, now about 200 feet wide and 12 feet deep at mean low water, should be increased in width from the deep water off Brandt Point in the inner harbor to the 12-foot contour at the jetty entrance, and the estimate RIVER AND HARBOR IMPROVEMENTS. 79 for completion includes $50,000 for that purpose, making a total in- crease in the estimate of cost of $100,000 on account of dredging. Further work under the project will consist in raising the incom- plete portions of both jetties as may be required, and widening the dredged channel, with a view to the extension and maintenance of the benefits to be derived from the improvement. It is proposed to apply the amount estimated as a profitable ex- penditure to widening the 12-foot channel by dredging and to enlarging and strengthening such portions of the jetty as may be necessary. The entire commerce of Nantucket is carried on at this harbor, amounting in 1907 to about 43,919 tons. The effect of this work will be to afford a place of refuge easy of access and secure from storms for coasters and fishing vessels. For reference to reports containing more detailed information see Annual Report of the Chief of Engineers for 1905, page 76. July 1, 1907, balance unexpended --------------------------- $38, 735.93 June 30, 1908, amount expended during fiscal year for works of improvement ------------------ ------------------ 36, 711.62 July 1, 1908, balance unexpended 024. 31 2,---------------------------- Amount (estimated) required for completion of existing project-- 101, 312. 90 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 -------------- 80, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix C 1.) 2. Harbor at Vineyard Haven, Massachusetts.-VineyardHaven is a deep indentation on the northern shore of Marthas Vineyard Island, on the southern side of Vineyard Sound. The headlands on either side of the entrance to the harbor were gradually wearing away and the adjacent parts of the harbor were shoaling. The mean range of tide is 1.7 feet. The existing project of April 11, 1888, as modified in 1889, pro- vides for the protection of the " Chops" (or headlands) from erosion and the intervening harbor from being filled with the eroded mate- rial, the whole to be done by means of stone sea walls and jetties built along the beach in front of the bluffs at both headlands. The total cost was estimated in 1889 at $60,000, the whole of which has been appropriated. The sum of $55,387.35 had been expended on this work up to June 30, 1908, by which there had been built a series of riprap jetties and sea wall, which appear to have afforded the needed protection. This harbor, being at present the most accessible refuge for the immense fleet of coasting vessels plying between points north and south of Cape Cod, is more extensively used than any other on the southern coast of New England. Additional work in this locality would be for the extension of benefits. For reference to former reports giving more extended information, see Annual Report of the Chief of Engineers for 1905, page 77. 80 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Further work at this harbor will depend upon the action taken upon the report of the Board of Engineers provided for by the river and harbor act of June 13, 1902. July 1, 1907, balance unexpended --------------------------------- $4, 612. 65 July 1, 1908, balance unexpended --------------------------------- 4, 612. 65 (See Appendix C 2.) 3. Woods Hole channel, Massachusetts.-Woods Hole is a water- way or strait connecting Buzzards Bay and Vineyard Sound and lying near the southwestern part of Cape Cod, Massachusetts. Before improvement in the strait the channels were crooked and obstructed by bowlders, and the velocity of the currents at certain stages of the tide was from 5 to 7 miles per hour. The site of the wharves and basins of the United States Fish Commission and Revenue-Marine Service was a submerged point of land from the shore of Great Harbor. The original project of 1879 provided for making a channel through the bar at the entrance to Little Harbor and widening and deepening the channel through the strait. The project of 1883, extended in 1884 and 1886, provided for the construction of retaining walls on shore, a stone pier, and a wooden wharf, mainly for the use of the United States Fish Commission and incidentally for the use of other branches of the public service, all of which work had been completed prior to 1889. The amount expended on the original and modified projects prior to beginning operations on the existing project was $113,599.92, by which the entrance to Little Harbor had been dredged to 10 feet depth, and a direct channel 9 feet deep had been dredged through the strait, where none previously existed. The retaining walls, stone pier, and wooden wharves at the United States Fish Commission had also all been built and repaired. The existing project, that of June 3, 1896, provides for deepening the channel through the strait to 13 feet at mean low water and widening the same to 300 feet; estimated cost, $396,000. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, exclusive of outstanding liabilities was $149,820.11, resulting in the removal of all obstructing shoals, with the exception of a small point of rock which could not be dis- lodged by the dredge and will have to be removed with dynamite, and the removal of the small shoal off Mink Point, the northeastern extremity of Nonamesset Island. The portion of this shoal lying within the lines of the " Broadway channel " formed a partial bar- rier to its southerly entrance and its removal was regarded as prop- erly within the scope of the existing project. A clear passage of 13 feet depth at mean low tide, with the slight exception noted above, now exists through the strait by both channels. The mean rise and fall of the tide is about 4 feet at the Buzzards Bay end of the channel and 1.65 feet at the Vineyard Sound end. The commerce of Woods Hole was about 27,100 tons for 1907, no account being kept of vessels passing through the strait. The only work remaining to complete the existing project is the blasting away of the shoal spot referred to above. RIVER AND HARBOR IMPROVEMENTS. 81 The prices at which the contracts for this work have been let have been much less than the original estimates, and the relative proportion of the large bowlders to the smaller and lighter material less than the estimated amount based on previous work, so that the project will be completed for much less than the amount originally estimated. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 79. July 1, 1907, balance unexpended ----------------------------- $106, 788. 73 June 30, 1908, amount expended during fiscal year, for works of improvement ------------------------------------------- 26,558. 84 July 1, 1908, balance unexpended ---------------------------- 80, 179.89 July 1, 1908, outstanding liabilities ---------------------------- 6, 972. 11 July 1, 1908, balance available ------------------------------ 73, 207.78 (See Appendix C 3.) 4. Harbors at New Bedford and Fairhaven, Mass.-New Bedford Harbor is an estuary of Buzzards Bay, the Fairhaven side of the harbor being called Fairhaven Harbor. New Bedford is the port of the cities of New Bedford and Fairhaven. Before improvement the channel had a depth of 12.5 feet at mean low water. The improvement of this harbor has been carried on under a number of distinct projects, the first being the removal of a wreck and dredging the sand bar formed by it in 1836-1839, on which $10,000 was expended. The projects of 1874 and 1877 provided for a channel 300 feet wide and 15 feet deep at mean low water from the deep water just above Palmers Island to the wharves of New Bed- ford. This work was completed in 1877 at a cost of $20,000. This was followed after 1887 by various projects in which the con- trolling depth was 18 feet at mean low water and comprised chan- nels 200 feet wide from Buzzards Bay to New Bedford, about 150 feet wide along the city wharf front above and below the New Bed- ford and Fairhaven bridge, an anchorage area about one-half mile long and 600 feet wide on the northerly side of the main channel between New Bedford and Fairhaven, and a channel 250 feet wide leading from the anchorage area through the draw in the bridge to the wharves above with a turning basin above the bridge. The total cost of the 18-foot projects, which were completed in 1906, was $137,709. The existing project was adopted by the river and harbor act of March 2, 1907, and provides for dredging channels 25 feet deep at mean low water, 300 feet wide from Buzzards Bay to New Bedford, 250 feet wide through the draw in the New Bedford and Fairhaven bridge, with a turning basin above the bridge, and an anchorage area of about 114 acres, 25 feet deep, between New Bedford and Fair- haven, at an estimated cost of $527,000. An appropriation of $100,000 was made and contracts authorized in the sum of $200,000, which has since been appropriated for prosecuting the work. At the adoption of the existing project, 18 feet depth of water was available for vessels to reach the wharves of New Bedford, but the 57101-M 1908---- 82 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel was too narrow, the anchorage small, and the depth insuf- ficient to accommodate the commercial demands of the port. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $90,210.95, exclusive of out- standing liabilities, by which the work of dredging was commenced August 21, 1907, under a continuing contract, and continued through- out the remainder of the fiscal year. About one-half the authorized work was done chiefly in the anchorage area and the channel leading to the drawbridge. The channel leading from Buzzards Bay to the anchorage area and the channel and turning basin above the bridge are included within the present contract and will probably be com- pleted during the coming year, the former for a width of but 200 feet, to be subsequently widened to 300 feet under future appro- priations. Eighteen feet of water at mean low tide can now be carried from Buzzards Bay through the harbor to the deep water above the draw- bridge connecting Fish and Popes islands and to the wharves above and below the bridge, a distance of 3.2 miles. A farther distance of about 2 miles up the Acushnet River is navigable, with a natural depth of from 6 to 15 feet of water. The mean range of the tide is about 4.2 feet. It is proposed to apply the amount estimated as a profitable expenditure to widening the channel and enlarging the anchorage area by dredging to the full projected dimensions. The additional work will be an extension of the benefits secured by the work now in progress. The commerce of the harbor amounted to about 1,189,552 tons in 1907. The effect of the deep water on commerce is the use of deeper draft vessels than formerly, larger cargoes, and a consequent reduc- tion in water freight charges. For reference to reports containing more detailed information, see Annual Report of the Chief of Engineers for 1905, page 81. The report of the survey of New Bedford and Fairhaven harbors, dated May 18, 1906, upon which the existing project is based, is printed as House Document No. 271, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended -------------- ------------- $100, 000.00 Apount appropriated by sundry civil act approved May 27, 1908---.. 200,000.00 300, 000.00 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 90, 210. 95 July 1, 1908, balance unexpended ---------------------------- 209, 789.05 July 1, 1908, outstanding liabilities --------------------------- 70, 535. 93 July 1, 1908, balance available ------------------------------ 139, 253.12 July 1, 1908, amount covered by uncompleted contracts ---------- 118, 154. 24 Amount (estimated) required for completion of existing project .. 227, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance un- expended July 1, 1908 ---------------------------------- 227,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix C 4.) RIVER AND HARBOR IMPROVEMENTS. 88 5. Sakonnet Harbor, Rhode Island.-Sakonnet Point is a rocky headland on the eastern side of the mouth of Sakonnet River, and lies about 6 miles east of Newport. This point in connection with Churchs Cove forms an anchorage known as Sakonnet Harbor. Before improvement this harbor was protected from storms from the northeast, south, and southeast by the mainland, but was exposed to westerly storms. In 1827 a project was prepared for a break- water 400 feet long at this point, and about 200 feet of this was built at that time. The project of 1899 provided for prolonging the old breakwater out to a rock nearly north of it and raising the whole to a height of 8 feet above mean low water. This project was com- pleted in 1900 at a cost of $25,000. The existing project, adopted by the act of March 2, 1907, provides for the removal of a rock from the harbor to the depth of 8 feet at mean low water at an estimated cost of $10,000. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $16.51, exclusive of outstanding liabilities, by which a contract for the removal of the rock had been entered into, and the greater portion of the work was done. It is proposed to apply the available funds to the completion of the project. For more detailed information, see Annual Reports of the Chief of Engineers for 1889, page 649; 1895, page 749; 1897, page 935; 1901, page 1126, and for the report on preliminary examination and survey upon which the existing project is based, page 1148 of the same report for 1901. July 1, 1907, balance unexpended ---------------------------- $10, 000.00 June 30, 1908, amount expended during fiscal year for works of improvement -------------------------------------------------- 16. 51 July 1, 1908, balance unexpended -------------------------------- 9,983.49 July 1, 1908, outstanding liabilities ------------------------------- 8.00 July 1, 1908, balance available ----------------------------------- 9, 975.49 July 1, 1908, amount covered by uncompleted contracts ------------ 7, 600.00 (See Appendix C 5.) 6. Taunton River, Massachusetts.-This river rises in Norfolk County, Mass., and empties into Mount Hope Bay at Fall River. In its original condition the channel was narrow and obstructed by bowlders, and from Berkley bridge to Taunton the depth was in places not more than 5 feet at mean high water. A vessel of 30 tons burden was as large as could go up to Taunton. From 1870 to 1879 $63,000 was appropriated to secure 9 feet depth at high water. This work was completed in 1879. The existing project, adopted July 14, 1880, provides for the widen- ing and deepening of the river so as to secure a channel of at least 12 feet depth at high water, with 100 feet width from its mouth up to Berkley bridge (above Dighton); thence 12 feet depth with 80 feet width (100 feet width at bends) up to Briggs shoal; thence 11 feet depth with 80 feet width up to the " shipyard;" thence with 11 feet depth with 60 feet width up to Weir bridge, Taunton; all at a total cost estimated in 1893 at $125,000, all of which has been appropriated. 84 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on the existing project up to June 30, 1908, exclusive of outstanding liabilities, was $130,010.55 by which all pro- jected work had been practically completed and the shoals offering the greatest obstruction to the navigation of the river had been re- dredged. About $24,000 of the above amount has been expended in the maintenance of the channel. Vessels of 11 feet draft can reach Taunton at high water, but at some points the 11-foot channel is very narrow. It is estimated that $5,000 every four years will be required to maintain the channel. The head of navigation is at Weir bridge. No portion of the river has been improved above this point. The mean range of the tide is about 54 feet at Dighton and 3.4 feet at Taunton. With the $5,000 appropriated by the river and harbor act of March 3, 1905, for the purpose of redredging portions of the channel which have shoaled since the original dredging, a contract has been awarded for dredging a shoal opposite the stove-lining works at the lower end of Weir village and the removal of obstructing bowlders at points farther down the river. The contract will be made and work begun early in July. It is proposed to apply the amount estimated as a profitable ex- penditure to dredging in such portions of the river as may shoal by freshets or otherwise. The tonnage of 1907 was about 193,100 tons. Further work on this river will be for the maintenance of benefits secured by the improvement. For reference to reports giving more extended information, see Annual Report of the Chief of Engineers for 1905, page 82. July 1, 1907, balance unexpended ------- --------------------- $5, 000.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement___ -------------------------------------------- 10.55 July 1, 1908, balance unexpended ----------------------------- 4989.45 4, Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ------------------------------ 5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix C 6.) 7. Sakonnet River, Rhode Island.-Sakonnet River is an arm of the sea between the island of Rhode Island and the mainland, ex- tending from the ocean to Mount Hope Bay, around the head of Rhode Island. Before improvement it was obstructed at its upper end by a causeway, known as the " Stone Bridge," extending across it. This causeway had two openings, one covered by a draw which was of insufficient width and depth for the needs of commerce, but the causeway offered such obstruction to the ebb and flow of the tides that the currents through the openings made the passage dangerous even to boats of such dimensions as could pass through them under ordinary circumstances. The existing project, adopted June 3, 1896, provides for increasing the width and depth of the draw opening in the Stone Bridge, owned RIVER AND HARBOR IMPROVEMENTS. 85 by the State of Rhode Island, so as to provide an opening 100 feet wide and 25 feet deep at mean low water, estimated to cost $40,000. Due to delay in securing necessary legislative action by the State of Rhode Island with reference to the Stone Bridge, no work had been done and no funds expended prior to May, 1905, when prelimi- nary steps were taken. The work was finally completed October 3, 1905. The amount expended on the existing project up to June 30, 1908, exclusive of outstanding liabilities, was $38,426.95, by which the work of enlarging the draw opening was completed. While the passage of this point is greatly improved by the increased depth and width, the velocity of the current has not been materially reduced. The new drawbridge, which is to be of the bascule type, is not yet completed. No further work is contemplated under the approved project. July 1, 1907, balance unexpended ---------------------------- $3, 060.48 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 1,487.38 July 1, 1908, balance unexpended ---------------------------- 1, 573.05 (See Appendix C 7.) 8. Pawtucket (Seekonk) River, Rhode Island.-This river is the upper portion of the Providence River, the navigable portion extend- ing from Pawtucket to Providence, a distance of 4 miles. Before improvement the channel in the river was narrow and had a ruling depth of about 5 feet at mean low water. Between 1867 and 1873 $52,000 was appropriated to dredge the channel to 7 'feet depth. This work was finished in 1876. The project of July 5, 1884, pro- vided for deepening the river so as to secure a channel of at least 12 feet depth at low water with 100 feet width from its mouth, at Provi- dence, up to Grant & Co.'s wharf at Pawtucket, and thence 12 feet depth with 40 feet width, through a ledge rock for a short distance farther, to Pawtucket bridge, the head of navigation, all at a total cost estimated in 1883 at $382,500, of which $284,000 has been appro- priated. The river and harbor act of March 3, 1899, modified this project so as to provide for straightening that portion of the channel be- tween Tenmile River and Bucklins Island. The project, with its modification, has been completed, with an expenditure of $282,444.91. This gave the channel 12 feet depth, but at a few points it has slightly shoaled and needs a small amount of dredging to restore the original depth. The existing project, adopted by the river and harbor act of March 3, 1905, provides for deepening the channel to 16 feet at mean low water with 100 feet width and a channel through the ledge rock at Pawtucket of 16 feet depth at mean low water and 50 feet wide, at an estimated cost of $237,875. The amount expended on the existing project up to June 30, 1908, was $308,282.60 by which a channel 16 feet deep was excavated through the ledge rock for a length of about 200 feet. 86 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 2, 1907, contains the following item: Improving Pawtucket River, Rhode Island: Completing improvement, one hun- dred and thirty-five thousand five hundred and eighty-four dollars: Provided, That no part of this sum shall be expended unless the further amount of sixty- seven thousand seven hundred and ninety-two dollars shall be provided by the State of Rhode Island or other agency, and made subject to the order of the Secretary of War in such manner as he may direct, to be expended under his direction upon said project for its completion. The general assembly of the State of Rhode Island passed an act making this appropriation, but-- Provided, That requisition for one-half of said sum shall be made on or after the first day of July, A. D. 1908, and requisition for the remainder of said sum shall be made on or after the first day of July, A. D. 1909, by said Secretary of War. In accordance with the provisions of the act of March 2, 1907, pro- posals, to be opened July 22, 1908, were invited for all the work required to complete the existing project. The mean rise and fall of the tide is about 5 feet. The effect of the work thus far done on the new project is to facili- tate the handling of vessels in Pawtucket Harbor, but the full benefit of the 16-foot channel will not be experienced until the project is completed. The full capacity of the 12 feet depth of channel was utilized imme- diately on its completion and the demand for deeper water is now made in order that cargoes of coal coming from southern ports and carried only in the deeper draft barges may be taken to Pawtucket without the expense of lightering at Providence. For reference to report containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 84. Reference to report on preliminary examination ordered by the river and harbor act of March 3, 1905, will be found on page 92 of the report for 1906. July 1, 1907, balance unexpended --------------------------- $141, 619.43 June 30, 1908, amount expended during fiscal year for works of improvement --------------------------------------------- 298. 44 July 1, 1908, balance unexpended ---------------------------- 141, 320. 99 July 1, 1908, outstanding liabilities ------------------------------ 22. 79 July 1, 1908, balance available ------------------------------ 141, 298. 20 (See Appendix C 8.) 9. Providence River and Harbor and NarragansettBay, and Green Jacket shoal, Rhode Island.- (a) Providence River and Harbor and NarragansettBay.-The object of this improvement is to furnish a wide and deep channel for foreign and coastwise commerce from the ocean to Providence and to provide a deep-water anchorage for that harbor. Before the improvement of the river in 1853 the available low- water depth was limited to 4.5 feet. Between 1852 and 1873, $59,000 was expended in securing first 9 feet and then 12 feet depth of channel. The approved project of 1878, as modified in 1882, provided for deepening the river and deepening and widening its anchorage basins RIVER AND HARBOR IMPROVEMENTS. 87 so as to secure a channel of at least 25 feet depth at low water with 300 feet width from the deep water of Narragansett Bay up to Provi- dence, R. I., and so as to secure anchorage basins of 20 feet depth with 600 feet width, 18 feet depth with 725 feet width, 12 feet depth with 940 feet width, and 6 feet depth with 1,060 feet width from Fox Point to Fields Point, all at a total cost estimated in 1882 at $675,000. This project was completed in 1895. Another project originated in the river and harbor act of June 3, 1896, providing for securing a ship channel 400 feet in width and of a depth of 25 feet at mean low water from Sassafras Point, in Provi- dence Harbor, through Providence River and Narragansett Bay by the most direct route practicable to the ocean by way of the "Western Passage," so called, at an estimated cost of $732,820. This project was put under the continuing-contract system and the amount expended on the work up to the close of the fiscal year ending June 30, 1908, exclusive of outstanding liabilities, was $476,210.28, by which the channel 400 feet wide and 25 feet deep had been completed from Sassafras Point to the deep water of Narragansett Bay by the Western Passage. Under date of June 11, 1904, the Chief of Engineers authorized the use of $2,000 of the balance remaining on hand of the appropriation for securing a channel through the Western Passage of Narragansett Bay for the removal of certain obstructing rocks in Dutch Island Harbor, Rhode Island. The total amount expended on projects previous to the existing project was $1,174,700.87. The existing project, adopted by the river and harbor act of June 13, 1902, provides for an enlarged anchorage area of 25 feet depth, extending the full width of the harbor from Fox Point on the north and Long Bed and Sassafras Point on the south, including the area known as Green Jacket shoal, at an estimated cost of $607,778. This project was enlarged by the river and harbor act of March 2, 1907, so as to include an area of uniform width to the eastward of the main ship channel between Long Bed and Kettle Point, which is to be dredged to a depth of 25 feet at mean low water, for which $90,750 was appropriated, making the total estimated cost $698,528. The river and harbor act of March 3, 1905, placed this work under the continuing-contract system, and a contract for the work has been entered into for dredging all the soft material from the projected anchorage area. The removal of a small amount of hard material in the southeast corner of the area is to form the subject of another con- tract after the overlying soft material has been removed. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $572,397.20, by which the soft material had been dredged from all that portion of the proposed an- chorage area north of Long Bed, including Green Jacket shoal, about 60 per cent of the hard material forming that portion of Long Bed covered by the existing project, and about 92 per cent of the area to the eastward of the main ship channel between Long Bed and Kettle Point. Further work under this project will extend the benefits secured thus far. It is proposed to apply the existing balance to the completion of the existing project. 88 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The improvement in general has been of great benefit to commerce, which in 1906 amounted to $3,086,003. No special benefit is apparent from the dredging in the Western Passage, which has shortened the channel a little for a part of the commerce of Providence. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 85. Reference to reports of examination and survey made in pursuance of act of March 2, 1907, will be found on page 97 of this report. (b) Green Jacket shoal.-This shoal was in that part of Provi- dence River which constitutes the harbor of Providence. It lay off the wharves on the south front of the city and occupied a part of the harbor that is required for anchorage purposes, covering an area of about 18 acres between the 15-foot curves and about 30 acres in all. In its original condition the shoal in many places carried only 1 foot of water and was a very troublesome obstruction. The project for the removal of this shoal was adopted August 5, 1886. The sum of $104,250 was expended on this work up to June 30, 1904, by which 23.8 acres out of the original 30 of this shoal had been dredged to 25 feet depth, and a 16-foot depth had been secured over the central and largest portion of the shoal, in addition to a 20-foot depth in the main channel, making an important addition to the anchorage facilities of Providence Harbor. In the river and harbor acts of June 13, 1902, and March 3, 1905, provision was made for the removal of the remaining portions of this shoal in connection with the project for an enlarged anchorage area in Providence Harbor, and all of the remaining portions of the shoal were removed under the appropriations made by these acts. There has been some shoaling over those portions of the area dredged prior to this year, which probably extends along the eastern side of the recently dredged anchorage area. It is estimated that $15,000 will be required for the maintenance of this harbor during the fiscal year ending June 30, 1910. The removal of the shoal enables vessels to anchor outside of the channel, and thus removes an obstruction to vessels going to or from the Providence wharves and to Pawtucket. For reference to reports containing more extended information see Annual Report of the Chief of Engineers for 1905, page 85. July 1, 1907, balance unexpended ------------------------- $275, 849.14 June 30, 1908, amount expended during fiscal year for works of im- provement.--------------------------------------------149,718.84 July 1, 1908, balance unexpended ---------------------------- 126, 130.80 July 1, 1908, outstanding liabilities- -------------------------- 41, 248. 88 July 1, 1908, balance available ------------------------------- 84, 881.92 July 1, 1908, amount covered by uncompleted contracts ------------ 48, 639.14 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ........ ................ ....... 15, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix C 9.) RIVER AND 9ARBOR IMPROVEMENTS. 89 10. Harbor at Fall River, Mass.-Fall River lies at the mouth of Taunton River, in the northeastern angle of Mount Hope Bay, which empties into the ocean through Narrangansett Bay and Sakonnet River. It forms the port of entry of the city of Fall River, the largest cotton manufacturing city in the United States. Before improvement the depth of water in the reentrant in the wharf line north of the Old Colony Steamboat Company's wharf was only about 6 feet, and a considerable area of the harbor, especially in front of the upper wharves, carried much less depth of water than existed in its approaches. The project of 1874 provided for deepening an area in front of the wharves immediately north of the Old Colony Steamboat Company's wharf 160 feet wide to 12 feet, and an additional width of 100 feet to 11 feet at mean low tide. This improvement was completed in 1878 at a cost of $30,000. The existing project, adopted by the river and harbor act of March 8, 1899, and enlarged by the act of June 13, 1902, provides for a chan- nel 300 feet wide and 25 feet deep at mean low water along the city front between the Old Colony wharf and deep water at the upper end of the city front; also for a channel of the same dinlensions through Mount Hope Bay to connect the deep water in front of the city with the deep water of Narragansett Bay, at a total estimated cost of $175,411.94. Provision was made in this act for placing the work under the continuing-contract system. The sum of $175,412 had been expended on the existing project to June 30, 1908, by which the project had been completed. The mean rise and fall of the tide is about 4.7 feet. The improvement will give increased facilities for deeper draft vessels.I For reference to reports containing more extended information see Annual Report of the Chief of Engineers for 1905, page 86. July 1, 1907, balance unexpended ------------------------------- $1, 410.50 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------------- 1, 410. 50 (See Appendix C 10.) 11. Harborat Newport, R. I.-This harbor is at the main entrance to Narragansett Bay, and all the year it serves as an easily accessible harbor of refuge to foreign and coastwise commerce. Before improvement the capacity of the inner harbor was limited by shoals, and it was not adequate to the number and size of the vessels seeking it for refuge. The southern or main entrance was obstructed by a bar which stretched out from Goat Island and the northern entrance by a sharp, rocky spit near Rose Island, and the general business wharves of the city could not be reached at low tide by vessels drawing more than 8 feet. The mean tidal range is about 3.75 feet. Between 1873 and 1875, $28,500 was appropriated to secure 12 feet depth in the harbor. This work was completed in 1876. The approved project, adopted in 1880 and modified in 1882, 1883, 1884, 1890, and 1895, provided for widening and deepening of the channel from Narragansett Bay into Newport, so as to secure 15 feet depth at mean low water with at least 750 feet width; for the exten- sion of the 13-foot depth and 10-foot depth anchorage basins, and for 90 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. dredging a channel 10 feet deep along the State harbor line southward to opposite the gas company's wharf; for the partial cutting off of the shoal spit at the southern end of Goat Island, and for the construction of jetties on the western shore of Goat Island, so as to protect the end of this island from erosion and to prevent the drift of sand, etc., around the island into the adjacent parts of the harbor and channel, and for the removal of Spindle rock, a sharp, rocky spit near Rose Island; all at a total cost estimated in 1895 at $206,200. The amount expended on the original and modified projects prior to operations under the existing project was $244,888.06, by which the projected work was completed. The existing project, adopted by the river and harbor act of March 2, 1907, provides for dredging a channel 750 feet wide and 18 feet deep at mean low water around the southerly end of Goat Island and northward through the harbor, in accordance with House Document No. 121, Fifty-eighth Congress, second session, and for the extension of the 13-foot anchorage area southward to the harbor line and the removal of Nourmahal rock in Brentons Cove off the Fort Adams shore, to a depth of 18 feet, in accordance with House Document No. 438, Fifty-ninth Congress, second session, at a total estimated cost of $250,900, of which $85,000 was appropriated by the act of March 2, 1907, and $112,100 by the sundry civil act of May 27, 1908, leaving a balance to be appropriated of $53,800. The work is carried on under a continuing contract. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $76,907.30, by which the chan- nel 750 feet wide and 18 feet deep through the harbor was completed and the removal of Nourmahal rock and the enlargement of the 13- foot anchorage area were commenced. It is proposed to apply the existing balance and the amount esti- mated for profitable expenditure for the fiscal year ending June 30, 1910, to enlarging the 13-foot anchorage area in the southern part of the harbor, and the removal of Nourmahal rock. The expenditure for the 18-foot channel is for new work and is to make that portion of the harbor available for that depth; the remain- der of the proposed expenditures are for the extension of benefits already secured. As the improvement of this harbor has progressed there has been a large increase in the size and number of vessels using it. It has become an important port of call for orders for the large coaling fleet of not only Narragansett Bay, but of the more eastern ports, and is the port of refuge for the fishing fleet as well as for landing and reshipment of the fish when the schools come upon this coast. At times the harbor is greatly crowded and a strong demand is made for a greater depth of water. The commerce for 1907 shows a tonnage of about 2,106,590 tons, principally fish, coal, and general merchan- dise. This includes freight passing through the harbor but destined for other ports. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 87. RIVER AND HARBOR IMPROVEMENTS. 91 July 1, 1907, balance unexpended---------------------------$84, 755.88 Amount appropriated by sundry civil act approved May 27, 1908- 112, 100.00 196, 855. 88 June 30, 1908, amount expended during fiscal year for works of im- provement-------- ------------------------------------ 76, 663. 18 July 1, 1908, balance unexpended ---------------------------- 120, 192.70 July 1, 1908, outstanding liabilities --------------------------- 20, 783. 76 July 1, 1908, balance available ------------------------------- 99,408. 94 July 1, 1908, amount covered by uncompleted contracts ----------- 83, 620. 62 Amount (estimated) required for completion of existing project ... 53, 800. 00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 .----------------------------------- 53, 800.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix C 11.) 19. Harborof refuge at Point Judith, Rhode Island.-Point Judith is the southeastern extremity of South Kingston, R. I., and marks the southwestern entrance to Narragansett Bay. A long ledge, known as Squid ledge, extends for nearly a mile in a direction south by east about 1.5 miles west of the point. At the adoption of the project this place was especially dangerous for vessels to pass during storms and even ordinarily bad weather. The existing project of September 19, 1890, provides for the con- struction at this point of a national harbor of refuge nearly a mile square by means of stone breakwaters built partly on Squid ledge and planned so as to give protection against easterly, southerly, and westerly storms, the mainland itself forming a protection on the north, all at a total cost estimated in 1889 at $1,250,000. This project was modified by the report of a Board of Engineers convened to consider and report upon the construction of this harbor, which was approved November 16, 1896, and provided for raising the crest of the eastern arm and extending the western arm to its originally pro- jected length, at an estimated cost of $444,311, and deferring the con- struction of the easterly detached breakwater as a part of the main project until the completion of the main breakwater should demon- strate its necessity or otherwise. The river and harbor act of June 13, 1902, made a further modification by providing for the construc- tion of the easterly detached breakwater and continuing it to the shore, at an estimated cost of $196,193 for the detached breakwater and $187,558.80 for the shore extension. A further modification was made by the act of March 2, 1907, authorizing an extension seaward of the shore-arm breakwater at an additional estimated cost of $186,248.20, making the total cost of the shore arm $570,000 and a total estimate for the project and its modifications of $2,264,311. The river and harbor act of March 2, 1907, provided for the fur- ther extension of the easterly shore arm of the breakwater under the continuing-contract system, appropriating $100,000 therefor and au- thorizing the expenditure of an additional $170,000 (appropriated by the sundry civil act of May 27, 1908) for its completion. Under date of May 11, 1907, a continuing contract was entered into for the 92 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. extension of the shore arm seaward. The work is to be completed within ten months after notification of approval exclusive of the months of December, January, February, and March. Work under this contract was commenced June 15, 1907, and suspended Sep- tember 6, 1907, awaiting further appropriations. It was resumed June 18, 1908. The completion of this contract will complete the easterly shore arm and leave an easterly opening into the harbor 1,200 feet in width. The sum of $1,626,993.62 had been expended on this work up to June 30, 1908, of which $6,417.32 was for maintenance. By this expenditure the main breakwater had been built to a total length of 6,970 feet with a height of 10 feet above mean low water, and the easterly shore arm had been completed for a distance of 1,353 feet out from the high-water line on shore to about 25 feet depth of water, with 110 feet forming the incomplete slope at the end, and about 650 feet additional running nearly west, of which 400 feet is about the high-water level and the balance submerged. Before the construction of the breakwater the area inclosed within the lines upon which it has been built and the shore was about 640 acres, of which 390 acres has over 25 feet of water and 198 acres additional over 18 feet. Proceedings for the condemnation of land required for the shore end of the breakwater are in progress. The decree condemning the land to the uses of the United States was entered on May 26, 1906, and the commission to assess the land damages viewed the land May 23, 1907. A hearing was held before the commissioners at Narragansett Pier on August 14, 1907. Six hundred and seventy-two vessels used the harbor of refuge dur- ing the year, of which 246 were schooners, 206 sloops, 70 barges, 70 steamers, 54 tugs, 11 yawls, 6 schooner yachts, 4 steam yachts, 3 sloop yachts, 1 knockabout, and 1 launch. The unusually severe storms of the winter of 1907-8 accompanied by high tides damaged the main breakwater to a considerable extent, which should be repaired before another winter's storms. It is esti- mated that these repairs will cost $10,000. It is proposed to apply the existing balance and the amount esti- mated for profitable expenditure for the fiscal year ending June 30, 1910, toward the completion of the easterly shore arm, and such other work as the available funds will permit. The river and harbor act of March 2, 1907, provided for an ex- amination with a view to further improvement of the harbor. The report of this examination was printed as House Document No. 911, Sixtieth Congress, first session, in connection with which matter House Document No. 935, Sixtieth Congress, first session, contains certain papers relating to Point Judith Harbor of Refuge, bearing upon its importance and the necessity for a landing pier at that place. No estimate is submitted for further work on the existing project for this locality pending action by Congress on the modified plan of improvement contained in the report of examination just mentioned. RIVER AND HARBOR IMPROVEMENTS. 93 July 1, 1907, balance unexpended__ --------------------------- $118,157.74 Amount appropriated by sundry civil act approved May 27, 1908 -- 170,000. 00 288, 157. 74 June 30, 1908, amount expended during fiscal year for works of im- provement __ --------------------------------------------- 95,107.75 July 1, 1908, balance unexpended ---------------------------- 193,049.99 July 1, 1908, outstanding liabilities --------------------------- 25, 326. 23 July 1, 1908, balance available ------------------------------ 167, 723.76 July 1, 1908, amount covered by uncompleted contracts ----------- 131, 955. 36 Amount (estimated) required for completion of existing project - 444, 311.00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908---------------------------------0,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix C 12.) 13. Entrance to Point Judith Pond, Rhode Island.-Point Judith Pond is a shallow salt pond, lying in the rear of the sandy beach of the Rhode Island shore, just west of Point Judith. The improvement desired at this place by the people of the neigh- borhood is widening and deepening the present opening into the pond and the construction of jetties for the maintenance of such opening. The State of Rhode Island and the town of South Kingston are making the opening into the pond. No general project for the improvement of this channel has been formed. The appropriation of March 3, 1905, provided for the expenditure of $10,000 to assist in the work in process of execution by the local authorities. This was expended in extending and strengthening the western jetty at the ocean end of the channel. The river and harbor act of March 2, 1907, provides $8,000 for " continuing improvement and for maintenance," " which amount shall be expended for dredging." In 1905 the excavated channel through the beach proper was about 3,000 feet long and carried a navigable depth of about 6 feet, but for a like distance beyond this point there was practically no navigable depth at low tide, there being a wide sand bar crossed by irregular streams rarely carrying as much as 1 foot of water. On the pond side of this bar there was about 5 feet depth. The difference of level between the pond and the ocean, together with the relatively small sectional area of the channel, is such as to create very strong currents. No dredging through this bar would be permanent with- out some auxiliary directing works to control the flow of the current. An appropriation of $6,000 was made at the 1907 session of the Rhode Island general assembly, and it was expected that the use of the com- bined appropriations might result in some benefit to the work, but the threatened cutting away of the sand behind the westerly jetty at the entrance to the pond will probably make it necessary to use the State money in an effort to check this wash. Up to June 30, 1908, $12,000 had been expended in surveys, for the expenses of the Board of Engineers authorized by the river and har- bor act of June 13, 1902, and for the extension of the west jetty. 94 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 90. July 1, 1907, balance unexpended_--------------------------------- $8, 000. 00 July 1, 1908, balance unexpended ---------------------------------- 8,000. 00 (See Appendix C 13.) 14. Harbor of refuge at Block Island, Rhode Island.-This island is about 14 miles east of the eastern end of Long Island, and about 10 miles distant from the nearest point of the mainland. The object of the improvement is to furnish a harbor of refuge for medium-draft vessels engaged in foreign and coastwise commerce. Before the construction of the present harbor Block Island had no harbor at all. The mean tidal range is about 3 feet. Between 1870 and 1876, $285,000 was appropriated for a break- water for a harbor for medium-draft vessels, this work being com- pleted in 1878. Between 1880 and 1882, $25,000 was appropriated for dredging an inner basin and the protection of the shore next to the breakwater, this work being completed in 1884. In 1884, $15,000 was appropriated for additions to the old breakwater, this money being so spent and the work completed in 1884-85. The project of 1884, as modified in 1888, provided for the construc- tion of a harbor of refuge on the eastern side of the island, consisting of an enlarged inner harbor (or basin) 800 feet square for small ves- sels and an exterior harbor for larger ones, at a total cost estimated in 1888 at $75,000. This project was practically completed in 1893. The total expenditure prior to commencing work on the existing project was $399,000. The existing project of June 3, 1896, provides for raising the entire breakwater to proper height and stopping sand leaks between certain points and dredging the main inner harbor to a depth of 10 feet, at an estimated cost of $83,985. At the adoption of the present project this harbor was neither large enough nor well enough protected for the proper harborage of the craft seeking refuge at this place during storms and bad weather. The sum of $119,171.75 had been expended on the existing project up to June 30, 1908, of which $17,839.74 was for maintenance. By this expenditure the entrance to the inner harbor, which had shoaled up from the drift of sand, had been partially dredged to a depth of 12 feet and redredged to a depth of 10 feet several times. The north wall of the enlarged inner harbor had been strengthened and repaired and the existing project completed. The accumulation of sand along the westerly side of the breakwater, as noted for a number of years, continues, and it is estimated that $12,500 would be required to remove the existing bar to the depth of 10 feet at mean low water. The completion of the project provides an anchorage of about 17 acres, with a least depth of 10 feet at mean low water, 10 acres of which is within the walls of the enlarged inner harbor. Reference to reports of an examination and survey made in pur- suance of act of March 2,1907, will be found on page 97 of this report. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 91. RIVER AND HARBOR IMPROVEMENTS. 95 July 1, 1907, balance unexpended ---------------------------- $21, 966.08 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 21, 246.66 July 1, 1908, balance unexpended 19.42 7------------------------- Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- 12, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix C 14.) 15. Great Salt Pond, Block Island, Rhode Island.-The Great Salt Pond is located about the center of Block Island and contains an anchorage area of 150 acres for vessels drawing 18 feet and over. The work of converting the pond into a harbor of refuge by making a channel through the beach on the west, connecting it with deep water in the ocean, was started by the State of Rhode Island and the town of New Shoreham. The channel, under the existing project of June 3, 1896, as modified in 1900, is to be 600 feet wide and have a central depth of 25 feet for a width of 150 feet, sloping gradually to 12 feet in a width of 504 feet, the channel seaward to be protected on the south by a jetty extending to 350 feet beyond the original 18-foot contour, and on the north by a jetty about 1,200 feet long, and the sides of the channel where it passed through the original beach to be protected by stone revetments and sand fences, at a total estimated cost of $305,000. At the time the work commenced under the General Government a channel of varying width and depth had been dredged with the money appropriated by the State and town, which would permit of 12-foot draft being carried in. The south jetty had been built out 837 feet, and a north jetty 250 feel long had also been built, but at a distance of 720 feet from the south jetty instead of 600 feet, as called for in the adopted project. The mean rise and fall of the tide is about 3 feet. Up to June 30, 1908, $191,151.41 had been expended by the General Government on the existing project, of which $9,803.24 had been used for maintenance and repair. By this expenditure the south jetty had been extended 439 feet beyond the originally projected length, making a total of 1,691 feet from the initial point on shore. Some damage done by a severe storm in the spring of 1900 had been repaired. The 25-foot deep channel 150 feet wide had been completed, and a cut 23 feet deep and 30 feet wide had been made on either side of it, that on the northerly side of the channel going but about half way through. The 18-foot depth had been dredged to a width of 300 feet. There remains to complete the existing project the construction of jetties as planned and dredging to secure the widths and depths projected, and the appropriation asked for will be applied to this work. The work required to complete the existing project is for the pur- pose of extending the benefits of the improvement. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 92. 96 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended --------------------------- $32, 791. 91 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 23,943. 82 July 1, 1908, balance unexpended ----------------------------- 8, 848.59 July 1, 1908, outstanding liabilities --------------------------- 7, 600. 60 July 1, 1908, balance available -------------------------------- 1, 247.99 Amount (estimated) required for completion of existing project -- 105, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 ..------------------------------------ 105,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix C 15.) 16. Removing sunken vessels or oraft obstructing or endangering navigation-steamer Queen City, schooner James S. Steele, barge Excelsior, barge Expounder, schooner Demozelle, schooner Rebecca Shepard, schooner Jesse Barlow, schooner Alice T. Boardman. (a) Steamer Queen City, of 115 gross tons, burned and sunk in Sakonnet Harbor, Rhode Island. Removal completed September 24, 1907. (b) Schooner James S. Steele, Gloucester fisherman of 78 gross tons, sunk on the Middle Ground shoal, Vineyard Sound, Massachu- setts. Removal completed October 10, 1907. (c) Unknown barge sunk near Watch Hill, R. I., afterwards found to be the barge Excelsior. Removal completed November 23, 1907. (d) Barge Expounder, sunk on the western side of Providence Harbor below Sassafras Point, Rhode Island. Removal completed December 7, 1907. (e) Schooner Demozelle (British), sunk near the western entrance to Vineyard Sound, Massachusetts. Unsuccessful attempts were made to locate the wreck by sweeping between December 9 and 14, 1907. Wreck had probably been destroyed by storms. (f) Schooner Rebecca Shepard, 411 gross tons, sunk on Pollock Rip shoal, at eastern entrance to Nantucket Sound, Massachusetts. Removal completed January 2, 1908. (g) Schooner Jesse Barlow, 276 gross tons, sunk near Pollock Rip light ship at eastern entrance to Nantucket Sound, Massachusetts. Removal completed January 11, 1908. (h) Schooner Alice T. Boardman, sunk in Hyannis Harbor, Massa- chusetts. Removal completed February 4, 1908. The amount expended during the year on the removal of wrecks is $4,709.31. (See Appendix C 16.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: RIVER AND HARBOR IMPROVEMENTS, 97 1. Preliminary examination and survey of harbor of refuge, Block Island, Rhode Island, with a view to securing a greater navigable depth and a larger anchorage area.-Reports dated September 26, 1907, and January 18, 1908, respectively, are printed in House Document No. 828, Sixtieth Congress, first session. A plan for im- provement at an estimated cost of $132,000 is presented. 2. Preliminaryexamination and survey of Wickford Harbor,Rhode Island, with a view to obtaining a depth of 15 feet, and for the re- moval of a ledge known as General rock.-Reports dated July 22, 1907, and January 22, 1908, respectively, are printed in House Docu- ment No. 905, Sixtieth Congress, first session. A plan for improve- ment at an estimated cost of $56,800 is presented. 3. Preliminaryexamination and survey of Providence River, Rhode Island, with a view to extending the deep'-water area to Kettle Point.-Reports dated July 1, 1907, and February 4, 1908, are printed in House Document No. 919, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $184,800 is presented. 4. Examinationof Point Judith Harbor of Refuge, Rhode Island.- Report dated January 22, 1908, is printed in House Document No. 911, Sixtieth Congress, first session. A project for improvement at an estimated cost of $921,502.80 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW LONDON, CONNECTICUT, DISTRICT. This district was in the charge of Maj. Harry Taylor, Corps of Engineers. Division engineer, Col. John G. D. Knight, Corps of Engineers. 1. Pawcatuck River, Rhode Island and Connecticut.-The navi- gable part of the Pawcatuck River extends 5 miles from Westerly, R. I., to its outlet, in Little Narragansett Bay, through the northern part of which a navigable channel extends 2- miles to Stonington Harbor, Connecticut, through which Long Island Sound is reached. Before improvement the channel of the river was crooked and obstructed by numerous shoals, on some of which there was 1 to 1 feet of water, and the greatest depth that could be carried through the bay channel was 42 feet. The original projects, that of 1871 for the river channel and that of 1879 for the channel across the bay, provided for depths of 51 and 7 feet and widths of 75 and 200 feet, respectively. The expenditure on the original projects was $97,500.01. The present project, adopted in 1896, provides for a channel 10 feet deep from Stonington, Conn., to Westerly, R. I., with a width of 200 feet from Stonington to Avondale, R. I., a distance of about 4 miles; a width of 100 feet from Avondale to the lower wharves at Westerly, a distance of about 3 mniles, and a width of 40 feet between the upper and lower wharves of Westerly, a distance of about one- half mile, at a total estimated cost of $200,361.60. The river and harbor act of March 3, 1905, authorized the use of $1,000 of the appro- priation for the improvement of the Pawcatuck River in the removal of obstructions at Watch Hill, at the southeastern part of the Little Narragansett Bay. The greater portion of the obstructions was re- moved in January and February, 1906, at a cost of $865.82. 57101-oEN 1908 7 98 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On this project $52,540.25 had been expended to June 30, 1908 therewith completing the section 40 feet wide along the wharves o Westerly, extending the 100-foot channel downstream 1,800 feet, and making a part channel through Little Narragansett Bay. Of this amount $15,114.58 was applied to maintenance. The project is about 25 per cent completed. The maximum draft which could be carried June 30, 1908, was 8.5 feet in the bay channel, 7 feet in the river, and 6 feet near Watch Hill. The mean rise of tide is 2.6 feet at the mouth of the river and 2.3 feet at Westerly. The effect of the improvement is to permit coal, lumber, and build- ing material to be delivered in vessels at Westerly, and to ship there- from granite in vessels instead of by rail, thus giving water competi- tion for these materials, with a resulting benefit in the reduction of freight rates. The available balance and the appropriation asked for will be applied toward maintenance and the completion of the project. The reported tonnage for 1907 was 47,589, valued at $357,868.34. July 1, 1907, balance unexpended --------------------------- $33, 345.33 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $7, 150. 54 For maintenance of improvement ----------------- 735.05 7, 885. 59 July 1, 1908, balance unexpended ----------------------------- 25, 459.74 July 1, 1908, outstanding liabilities --------------------------- 3, 633.17 July 1, 1908, balance available ------------------------------ 21, 826. 57 July 1, 1908, amount covered by uncompleted contracts ----------- 20, 069.21 Amount (estimated) required for completion of existing project-- 138, 342.01 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 --------------------- 15, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 1.) 2. New London Harbor,Connecticut.-New London Harbor, which comprises the lower 3 miles of the Thames River, has a navigable width of one-quarter to 1 miles and depth of 26 feet or more in the main channel from Long Island Sound to the railroad drawbridge which crosses the river above the New London dock front. This channel, especially opposite New London, follows the east bank. Between it and the city docks is a nearly level area having a general depth of 10 to 15 feet. Before improvement part of the docks were accessible to vessels of 16 to 18 feet draft at high tide only. The original and present project, adopted by the act of June 13, 1902, provides for dredging and maintaining a ship channel 400 feet or more in width, 23 feet deep, and about 6,000 feet long. This chan- nel leaves the deep water of the river opposite Fort Trumbull on the west side, skirts the water front of the city, including that of Win- throp Cove to the Central Vermont Railroad bridge and the east side of the Central Vermont dock, and joins the natural deep channel at a distance of about 4,000 feet upstream from the point of beginning. The estimated cost of the improvement was $145,000, and $1,000 per RIVER AND HARBOR IMPROVEMENTS. 99 annum for maintenance. For map see House Document No. 392, Fifty-sixth Congress, first session. Up to June 30, 1908, $141,080.59 had been expended on the project. The project dredging was completed under a continuing contract in October, 1904. This completed the project except at two small areas of ledge rock in the Fort Trumbull-Shaws Cove arm of the chan- nel, where there were depths of about 18 feet, and at a part of a city pipe sewer crossing the middle of the dredged channel, where the least depth was 21.6 feet. The rock in the channel was removed in 1907. A draft of 23 feet can be carried to opposite all the principal docks. The additional work proposed is to maintain the improvement. The effect of this improvement has been to materially reduce freight rates. The mean range of tide is 2.6 feet. Under a modification of the existing Thames River project, adopted in 1892, Shaws Cove, a branch of New London Harbor, has been dredged to 12 feet. The reported tonnage of this port for the year 1907, principally coal, building material, oil, and steamboat freight, and exclusive of that pertaining to Shaws Cove and Thames River, was 649,438, val- ued at $12,111,900.06. Reference to reports on examination and survey made in pursuance of act of March 2, 1907, will be found on page 122 of this report July 1, 1907, balance unexpended ---------------------------- $13, 149.08 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------- 7, 229. 67 July 1, 1908, balance unexpended ----------------------------- 5, 919.41 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908----------------------------------- 3, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 2.) 3. Thames River, Connecticut.-This is a tidal stream from Nor- wich, Conn., the head of navigation, to Long Island Sound, a dis- tance of 15 miles. For 4 miles below Norwich the natural depths were 6 feet or more at low water with widths of 400 to 1,000 feet. Be- low this point depths were 13 feet or more and widths 800 to 3,000 feet. The original project, adopted in 1836, provided for a channel 11 feet deep at low water, to be secured by dredging and building dikes. On this project $40,300 had been expended when, in 1839, work was stopped, the project not having been completed. The existing project, adopted June 23, 1866, and modified in 1879, 1'882, 1888, 1892, and 1907, is to dredge and build training walls to secure a channel 200 feet wide with depths of 20 feet from New London to Allyns Point and 14 feet thence 5 miles to Norwich; also to dredge Shaws Cove at New London to a depth of 12 feet. Esti- mates of cost were $473,870 for construction and $9,500 annually for maintenance. Up to June 30, 1908, $458,165.31 had been expended on this project and its modifications, of which $32,308.57 had been applied to main- tenance. The proposed training walls had been completed; a chan- 100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. nel had been completed to Allyns Point, 200 feet in width and 16 feet in depth; thence to Norwich the project depth of 14 feet had been secured in a channel varying in width from 100 to 200 feet; and the proposed dredging in Shaws Cove had been completed. The upper portion of the channel was redredged for maintenance during the year. Mean range of tide is 2.6 feet at New London and 3.1 feet at Norwich. With the balance on hand it is proposed to complete the project. The appropriation recommended will be applied to maintenance of the improvement. Commerce at Allyns Point is coal, and at Norwich and intermediate landings it is mainly coal, lumber, cotton and wool, and steamboat freight. The reported tonnage for 1907 was 459,016, valued at $2,826,977.16, including 20,789 tons, valued at $126,462.80, for Shaws Cove commerce. The work done has reduced the cost of transportation by enabling freight to be brought in vessels of 16 and 18 foot draft instead of 8 foot draft. The river commerce of the present day could not be car- ried except for the increased depths thus obtained. The modification of project adopted by act of March 2, 1907, is printed in House Document No. 265, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended ------------------------------- $43, 865. 22 June 30, 1908, amount expended during fiscal year: For works of improvement--- -------------------- $7, 215.27 For maintenance of improvement ------------------- 7, 215. 26 - 14, 430. 53 July 1, 1908, balance unexpended -------------------------------- 29, 434.69 July 1, 1908, amount covered by uncompleted contracts_------------14, 300.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908--------------------------------------. 9,500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 3.) 4. Connecticut River between Hartford, Conn., and Holyoke, Mass.-This portion of the river is 34 mile§ long, and is naturally divided into three distinct sections. From Hartford to the foot of Enfield Rapids, 104 miles, the river has a gentle slope, with a sandy, shifting bottom; from the foot to the head of Enfield Rapids, 5- miles, the total fall at low water is 32 feet, and the bed of the river is largely rock; from Enfield Falls to Holyoke, 18 miles, the river is of moderate width, gentle slope, fair depth, and stable bottom. In its original condition the lower section had a navigable depth of 2 feet or less at low water; the second section could be navigated up- stream only with great difficulty and only by boats of shallow draft; the third section was navigable by boats drawing 4 to 5 feet of water. At Enfield Rapids a canal with locks 80 feet in length and 18 feet in width, designed for boats with draft of about 3 feet at low water, has been constructed by private enterprise as part of a water-power development scheme. RIVER AND HARBOR IMPROVEMENTS. 101 Prior to June 30, 1898, $93,059.70 was expended in the construction of wing dams and dredging to -provide a temporary improvement below Enfield Rapids, and in extensive surveys and examinations which were made with a view to permanent improvement of the whole stretch from Hartford to Holyoke. No work of improvement has been carried on in this section of the river since 1886. A complete history of the improvement of this section of the river, up to that date, with maps and plans, is given in the Annual Report of the Chief of Engineers for 18 7 8, pages 248-391. Examinations and surveys with a view to future permanent im- provement have been made under the river and harbor acts of June 3, 1896, June 13, 1902, and March 3, 1905. The Board appointed by authority of the last-named act suggested three plans of improvement other than those which had been already reported upon. One of these plans provided for dredging, the use of wing dams and training walls, and rock excavation from Hartford up to a point above the mills at Windsor Locks; thence by a new lock and the upper portion of the existing canal, and thence to Holyoke, at a cost of $1,465,600. This plan was approved by the Board of Engineers for Rivers and Har- bors, provided that all rights claimed to be infringed by this work should be ceded to the United States without cost. The amount ex- pended on this survey was $22,838.47. The appropriation of March 2, 1907, is for the purpose of investiga- tion and further examination, in connection with the recommenda- tion of the Board of Engineers for Rivers and Harbors referred to, to determine what rights may be infringed and if they can be obtained without cost to the United States. To June 30, 1908, the amount expended from the appropriation of March 2, 1907, was $210.32. No permanent benefit has resulted from the work thus far done. July 1, 1907, balance unexpended 068. 78 a---------------------------$14, June 30, 1908, amount expended during fiscal year ------- $177. 27 June 30, 1908, amount covered into the surplus fund of the Treasury ... 6, 940. 30 7,117.57 July 1, 1908, balance unexpended --------------------------------- 6, 951.21 July 1, 1908, outstanding liabilities ------------------------------- 1.39 July 1, 1908, balance available 6, 949.82 (See Appendix D 4.) 5. Connecticut River below Hartford, Conn.-The part of the river under improvement is 50 miles long from Long Island Sound to Hartford. Beyond Hartford the river is navigable, by means of a small private canal at Windsor Locks, Conn., 34 miles to Holyoke, Mass., although the navigation is limited by reason of low fixed bridges and the inadequacy of the canal. Before beginning improve- n)ent below Hartford the available depth over Saybrook bar at the mouth of the river was 7 feet, and thence to Hartford at the shoalest of the river bars about 5 feet. The original project, adopted in 1836, provided for the removal of the Saybrook bar by dredging. Up to 1843 an 11 to 12 foot channel a Includes $2,161.53 from the act of June 13, 1902, available for surveys only, and $4,946.95 from the act of March 2, 1907. 102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. had been dredged 50 feet wide and 1,500 feet long, at a cost of $23,471.57. No further work was done until 1870, by which time the dredged channel had been nearly obliterated by storms and freshets. A project for permanent improvement was adopted in 1870 and modified in 1873 and 1880, under which two jetties were built at Say- brook bar and dikes constructed at Hartford and Glastonbury bars; but operations under this project have been abandoned. The existing project, adopted in 1887 and modified in 1890, pro- vides for maintaining the navigable channel by completing two jetties at Saybrook bar to a height of 5 feet above high water, with top width of 6 feet and side slopes of 1 on 1; raising the training wall, nearly 3,700 feet long, at the Hartford bars as may be found necessary by experience, but not to exceed 15 feet above low water; dredging the channel between the jetties to 12 feet depth and width of 400 feet and maintaining the channel by annual dredging at the various river bars to about 10 feet depth at mean low water and to a width as near 100 feet as practicable, at an estimated cost-- For annual dredging --------------------------- $10, 000 Completing Saybrook jetties --------------------------------------- 60, 000 Dredging channel between them ------------------------------------ 20,000 Raising Hartford dike -------------------------------------------- 50, 900 Total ----------------------------------------------------- 140, 000 For scope and history of the modifications see pages 120 and 121, Annual Report of the Chief of Engineers, 1900. The act of June 13, 1902, authorized an expenditure of $1,000 for removal of obstructions at mouth of Salmon River, a tributary to the Connecticut River. Up to June 30, 1908, $563,721.93 had been expended on this im- provement, of which $325,395.08 had been applied to maintenance. The project is about 50 per cent completed. The maintenance of the river-bar channels by annual dredging has been held paramount in the project. A channel 200 feet wide and 12 feet deep at mean low water, which has been dredged through Say- brook bar between the jetties, has been well maintained by the jetties, and annual dredging at the river bars has generally kept a half- width channel open so that Hartford-New York steamers and barges drawing from 9 to 11 feet, according to the river stage, have been but little detained, and then only at summer low river and before com- pletion of the annual dredging. The maximum draft which could be carried at mean low water over the shoalest river bar on June 30, 1908, was 10 feet. The mean rise of tide is 3.6 feet at Saybrook jetties and on low river 1.5 feet at Hartford. Sketches of the Connecticut River from Hartford to Rocky Hill and of Saybrook bar are printed in the Annual Report of the Chief of Engineers for 1885, page 636. The river from the Sound to Hart- ford is shown on Coast Survey charts 253-256. The reported tonnage for the year 1907 amounted to 485,704 tons, mainly coal, lumber, building materials, and miscellaneous steamboat freight, valued at $12,349,420. The work done has reduced freight rates to Hartford and lower river ports materially, and has also greatly facilitated the delivery of coal and other freight. Without the improvements there could be but little freight traffic on the river. RIVER AND HARBOR IMPROVEMENTS. 103 The available balance and the additional appropriation asked for will be applied to maintenance and continuing work on the approved project. Notice, dated June 11, 1907, was served on the New York, New Haven and Hartford Railroad Company requiring removal of its old bridge over Connecticut River at Old Saybrook and Old Lyme, Conn., pursuant to the provisions of section 7 of act of Congress approved April 7, 1904, the said structure to be entirely removed by December 31, 1908. July 1, 1907, balance unexpended - -------------------------- $55, 293.98 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $6, 651.80 For maintenance of improvement --------------- 15, 665.68 22, 317.48 July 1, 1908, balance unexpended ----------------------------- 32, 976. 50 July 1, 1908, outstanding liabilities --------------------------- 5, 140.60 July 1, 1908, balance available ------------------------------ 27, 835.90 July 1, 1908, amount covered by uncompleted contracts 7, 030.65 ..------------ Amount (estimated) required for completion of existing project .. 95, 665. 68 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908 ---------------- 40, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 5.) 6. Harbor of refuge at Duck Island Harbor, Connecticut.-Duck Island Harbor is a bay on the north shore of Long Island Sound about 7 miles west of the mouth of the Connecticut River and midway be- tween the harbors of New London and New Haven. The project for this improvement, adopted by the act of September 19, 1890, provides for the construction of three riprap breakwaters of 3,000, 1,750, and 1,130 feet length, respectively, inclosing and shelter- ing an area of about 115 acres, with two entrances. The project height of the breakwaters is 10 feet above low water, with crown of 10 feet and slopes of 2 on 3 outside and 1 on 1 inside. The estimated aggregate cost is $463,540. For map see Annual Report of the Chief of Engineers for 1887, page 644, and House Document No. 398, Sixtieth Congress, first session. To June 30, 1908, $116,309.25 had been expended, of which $5,334.10 was for maintenance, and 2,697 linear feet of the west breakwater had been built, but with reduced cross section, extending westwardly from Duck Island to a low-water depth of 17 feet. The mean rise of tide is 3.8 feet. No estimate is submitted for further work on the existing project for this locality, pending action by Congress on a modified plan of improvement contained in House Document No. 398, Sixtieth Con- gress, first session, based on examination and survey authorized by the river and harbor act approved March 2, 1907. The project is about 25 per cent completed. The commerce to be benefited by this improvement is the passing commerce of Long Island Sound, which may find it necessary or convenient to seek shelter at this locality. Its value can not be satisfactorily estimated. 104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. From February 1 to December 31, 1907, 949 vessels were reported as using the harbor of refuge. July 1, 1907, balance unexpended ---------------------------- $3, 892.75 July 1, 1908, balance unexpended_ ______3, 892. 75 Amount (estimated) required for completion of existing project ... 349, 540. 00 (See Appendix D 6.) 7. Branford Harbor, Connecticut.-Branford Harbor consists of three distinct parts: The outer harbor, approximately 1 mile wide and three-quarters of a mile deep; the inner harbor, about half a mile in diameter, separated from the outer harbor by a series of rocks, the principal ones of which are known as "The Mermaids;" and the river, which empties into the inner harbor from the northeast. The natural low-water depths when improvement began were: At the outside of the outer harbor, 15 to 16 feet, gradually shoaling to 8 feet near "The Mermaids;" through the inner harbor from " The Mermaids" to the mouth of the river, 7 to 8 feet; up the river for a distance of 1 mile, nearly to the lower docks, 12 feet or more. From the lower to the upper docks the channel gradually shoaled and nar- rowed so that the controlling depth was less than 6 feet and the width 25 to 50 feet. At the upper dock the stream is crossed by an earthen causeway, in which there is a small drawbridge which is rarely opened, although the stream is navigable for small craft to a fixed bridge about one-half mile above. Since the adoption of the present project a very general and uniform shoaling of 1 to 2 feet has taken place in the inner harbor, so that the controlling depth between " The Mermaids" and the mouth of the river, the shoalest place in the channel, was only about 6 feet. The orignal and present project, adopted by the act of June 13, 1902, and modified by the act of March 2, 1907, provides for an 8J-foot channel 100 feet wide in the upper part of the river between the lower and upper docks and through the shoals at the mouth of the river, at an estimated first cost of $13,000. This project was completed July 30, 1907, at which time channels of full project dimensions had been dredged from the 8 -foot curve in the lower harbor through the inner harbor to the mouth of the river, and in the upper portion of the river from below the lower docks upstream to the upper docks. This work greatly facilitates navigation, and the effect of the im- provement has been to reduce freight rates. The maximum draft that could be carried June 30, 1908, from the entrance of the harbor to the head of the projected channel was about 8 feet at mean low water. The mean rise of tide is about 6.5 feet. For report of survey upon which the present project is based, see Annual Report of the Chief of Engineers, 1901, page 1189, et seq. Reference to reports on examination and survey made in pursuance of act of March 2, 1907, will be found on page 122 of this report. The amount expended on this project to June 30, 1908, was $11,- 148.31, of which $1,684.18 was for maintenance. The commerce of this harbor is mainly coal, molding sand and clay, iron, and lumber. The tonnage for the year 1907 amounted to 28,313 gross tons, valued at $136,052.39. The available balance and the appropriation asked for will be ap- plied to maintenance of the improvement. RIVER AND HARBOR IMPROVEMENTS. 105 July 1, 1907, balance unexpended ---------------------------- $8, 126.56 June 30, 1908, amount expended during fiscal year: For works of improvement_ -------------------- $4, 603. 85 For maintenance of improvement ---------------- 1, 671. 02 6, 274.87 July 1, 1908, balance unexpended ---------------------------- . 1, 851.69 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the bal- ance unexpended July 1, 1908 - ------- 2,000. 00 Submitted in compliance with requirements of sundry civil act of SJune 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 7.) 8. New Haven Harbor, Connecticut.-New Haven Harbor is formed by a bay on the north side of Long Island Sound, which ex- tends inland about 4 miles and is from 1 to 2 miles wide. Mill and Quinnipiac rivers, navigable for about 1 and 3 miles, respectively, above their mouths, empty into the head of the harbor from the northeast. The original available low-water depth from the wharves to Cranes bar, one-third way down the harbor, was 9 feet; thence to Fort Hale, halfway down; it was 16 feet or over. Below Fort Hale was a broad bar of soft mud extending across the channel, with avail- able depth of 13 feet. The harbor entrance was partly obstructed by several sunken rocks. In Quinnipiac River the available low-water depth was about 4 feet, and in the west branch of Mill River about 5 feet to the head of the present projected improvement. Above this point both rivers are for the most part available for navigation only at high tide. The entire east branch of Mill River ran nearly bare at low tide. In 1870 a project was adopted for removal of sunken rocks at the harbor entrance. This work was not continued after 1875, when the harbor breakwaters were first proposed. In 1871 the project was extended to include deepening the harbor channel, the proposed depth and width being modified from time to time as appropriations were made until 1899, when the project provided for a channel 16 feet deep and from 400 to 700 feet wide from Long Island Sound to the head of the harbor and for a dike to contract the channel across Fort Hale bar, at a total estimated cost from beginning of $348,000. This project was nearly completed, the deficiencies being in the length of channel arm of the dike, which was about two-thirds the projected length, and in the width of the channel across Fort Hale bar, which was only 200 feet wide. The total amount expended on these projects was $325,695.66. The last project, which was adopted by the act of March 3, 1899, provided for a channel 20 feet deep, 400 feet wide, and 4 miles long, from Long Island Sound to Canal dock; thence of same depth, 300 feet wide, one-half mile to Tomlinson bridge; three anchorage basins below Tomlinson bridge of 20, 16, and 12 feet depths; a channel up the Quinnipiac River 200 feet wide and 12 feet deep to Grand avenue, and a channel up the Mill River 12 feet deep and 200 feet wide to the junction of the two branches above Chapel street and thence 12 feet deep and 75 feet wide up each branch to Grand avenue. The act of March 3, 1899, making the first appropriation for this project, limited it to the portion below Tomlinson bridge, but the act of June 13, 1902, authorized the extension to the part above Tomlinson bridge, pro- 106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. vided the cost should not exceed $345,000, the amount authorized by the act of 1899. The above project, including the improvement of the Quinnipiac and Mill rivers, except that part of the Quinnipiac River between Ferry street and Grand avenue, was completed April 26, 1904, mainly under continuing contract, and a channel 8 feet deep and 50 feet wide dredged in the Quinnipiac River between Ferry street and Grand avenue. The total appropriated for the project adopted by the act of 1899 amounts to $280,073.90, being less than the author- ized cost of the project by $64,926.10. The entire project is about 80 per cent completed. Mill River, where the worst shoaling had taken place, was re- dredged during the past year. The available balance and the appropriation asked for will be applied to maintenance and to continuing the approved project. For reference to maps and further details regarding the harbor and projects~ see Annual Report of the Chief Engineers, 1904, page 94. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $306,294.80, of which $33,088.59 was for maintenance. The maximum draft which could be carried June 30, 1908, through the main channel to Tomlinson bridge was 19 feet at mean low tide; above Tomlinson bridge the maximum low-water draft which could be carried up Mill River to Grand avenue bridge was 12 feet in both branches; up Quinnipiac River to Ferry street bridge, 12 feet, and from Ferry street bridge to Grand avenue a little more than 6 feet. The mean rise of tide is 6.5 feet at entrance to the harbor and 6.6 feet at Tomlinson bridge. The work done has enabled deeper-draft vessels to use the harbor than was formerly possible, with the resulting reduction of freight rates due to the larger vessels and increased facilities for handling freight made possible thereby. The commerce of New Haven Harbor is mainly in coal, steamboat freight, shellfish and shells, lumber, steel billets, and pig iron. The reported tonnage for the calendar year 1907 was 1,875,295 tons, valued at $31,824,711.82. July 1, 1907, balance unexpended ------------------------------- $18, 379. 11 June 30, 1908, amount expended during fiscal year for ma intenance of improvement ------------------------------------- 16, 295. 67 July 1, 1908, balance unexpended ----------------------------- 2, 2083.44 July 1, 1908, outstanding liabilities ------------------------------ 40. 63 July 1, 1908, balance available -------------------------------- 2, 042. 81 Amount (estimated) required for completion of existing project... 64, 926. 10 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------- a 20, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 8.) a Including channel by way of Oyster Point to Kimberly Avenue Bridge on West River. RIVER AND HARBOR IMPROVEMENTS. 107 9. Breakwaters at New Haven, Conn.-The original and existing project for this work, authorized by act of March 3, 1879, and ap- proved January 31, 1880, and modified by act of September 19, 1890, in accordance with plans given in Annual Report of the Chief of En- gineers, 1889, page 678, is to make a harbor of refuge at the entrance to New Haven Harbor by constructing four breakwaters-one 3,300 feet long, extending from Southwest ledge to Quixes ledge; one 5,000 feet long, extending from a point 1,000 feet north 540 east from Lud- ington rock, in a direction south 540 west across the rock; one about 4,200 feet long, extending northwesterly from a point 6,000 feet south 540 west from Ludington rock, and one about 1,200 feet long, extend- ing southwesterly from Morgan Point on the east side of the harbor entrance-the cross section of all these breakwaters to be 12 feet wide on top and 6 feet above mean high water, with outer slope 1 on 2 and inner slope 1 on 1. The estimated cost from the beginning, in 1880, was $2,151,134. The anchorage which will be sheltered by the breakwaters exceeds 2,000 acres, of which over 500 acres has depths of 20 to 28 feet, and the remainder is 9 to 20 feet deep. The mean rise of tide is 6.5 feet. For original report on project, see Annual Report of Chief of En- gineers, 1880, page 449 et seq., and for modification of project and maps showing the location of the breakwaters as contemplated under the existing project see Annual Report of the Chief of Engineers for 1889, page 678 et seq.; 1890, pages 624 and 625, and 1896, page 702. At the close of the fiscal year the breakwater from Southwest ledge to Quixes ledge had been completed 3,450 feet long; 4,450 feet of the Ludington rock breakwater had been built, but with steeper slopes than called for by the project, and work was in progress on the west breakwater, which had been extended a total distance of 2,655 feet, of which the first 2,315 feet from the easterly end was very nearly com- pleted and the remainder was at heights varying from about 25 feet below to 6 feet above low water. The project is about 50 per cent completed. The total expenditure to June 30, 1908, was $958,929.55, of which $8,751.91 was for maintenance. The commerce now benefited and to be further benefited by this work is mainly the passing commerce of Long Island Sound. The projected breakwaters provide also an outer anchorage for vessels bound to and from New Haven and help to protect the entrance to New Haven Harbor proper from seas and to diminish channel filling. For the calendar year 1907 some 6,708 vessels sought refuge behind the breakwaters. The additional work proposed is for extension of benefit to commerce. The available balance and the appropriation asked for will be applied to continuing construction of the west breakwater and to maintenance. The river and harbor act of March 2, 1907, authorized continuing contracts for the prosecution of this work to the amount of $250,000, all of which has now been appropriated; such a contract was entered into June 11, 1907. Work under this contract was begun September 4, 1907, and was in progress at close of fiscal year. 108 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended.-------- ------------------ $100, 301. 57 Amount appropriated by sundry civil act approved May 27, 1908.. 150, 000.00 250, 301.57 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $75, 702. 72 For maintenance of improvement.-- ------------ 4, 528.40 80, 231.12 July 1, 1908, balance unexpended -------------------------- 170, 070.45 July 1, 1908, outstanding liabilities --------------------------- 23, 132.61 July 1, 1908, balance available ------------------------------ 146, 937.84 July 1, 1908, amount covered by uncompleted contracts ---------- 124 190. 31 Amount (estimated) required for completion of existing project 1, 030, 885. 91 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unexpended July 1, 1908 --------------------------------. 200, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix D 9.) 10. West River, Connecticut.-This river lies between the city of New Haven and the town of West Haven. The head of navigation is at a railroad bridge about one-half mile upstream from the Kim- berly Avenue Bridge. About 500 yards below this drawbridge the river widens into a shallow bay and joins New Haven Harbor south of Oyster or City Point. The natural channel, about 2,000 yards long through the middle of the bar, carried less than 3 feet at its shoalest part. A channel leading from the harbor to docks at Oyster Point had a controlling depth of 4.5 feet, but between Oyster Point and the channel along the West Haven docks was a wide flat nearly bare at low tide. The mean rise of tide is about 6.5 feet. The project adopted by the river and harbor act of March 3, 1905, provided for a 9-foot channel, 100 feet wide, from the downstream corner of the 16-foot anchorage basin of New Haven Harbor, via Oyster Point and the dock frontage of West Haven, to Kimberly Avenue Bridge, at a cost of $38,500, and $500 for annual mainte- nance. To June 30, 1908, $38,500 had been expended on the project, and a channel of project dimensions had been completed. The expendi- ture during the year was in settlement of expenses incurred during the previous year. On June 30, 1908, a low-water draft of 9 feet could be carried from the 16-foot anchorage basin in New Haven Harbor upstream through the Kimberly Avenue Bridge to the railroad bridge above, the dredg- ing between the two bridges having been done by private enterprise. The railroad bridge is a closed bridge, and no navigation is practi- cable above this point except by small unmasted vessels. The report of survey of West River is published at page 996 and following, Annual Report of the Chief of Engineers, 1904, and the survey map is printed in House Document No. 73, Fifty-eighth Con- gress, second session. The effect of the improvement on freight rates, if any, is not known. The principal articles of commerce are coal, oysters and shells, and building material. The reported tonnage for the calendar year 1907 was 125,873, valued at $1,025,014.88. RIVER AND HARBOR IMPROVEMENTS. 109 July 1, 1907, balance unexpended ---------------------------- $1, 865.17 June 30, 1908, amount expended during fiscal year for works of im- provement --------- ----- ----------- 1,865.17 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement ------------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 10.) 11. Milford Harbor, Connecticut.-This harbor is on the north shore of Long Island Sound, and consists of a broad, open bay, from the head of which a small tidal stream extends nearly a mile inland to the head of navigation. The original depth on the bar in the bay at the mouth of the river was less than 2 feet. In parts of the river the channel ran nearly bare. The mean rise of tide is about 6.2 feet. Trhe original project, adopted under the act of June 23, 1874, pro- vided for a riprap breakwater 890 feet long from Welchs Point, on the east side of the mouth of the harbor, protection of the bluffs on the east shore from erosion by means of small stone jetties, a jetty on the east side to maintain the river-bar channel, and dredging a chan- nel 4 feet deep and 100 feet wide across the bar, the whole estimated to cost $85,000. This project was modified in 1878 and 1879 to pro- vide for extending the 4-foot channel 60 feet wide upstream to the town dock and for a training dike off Burns Point, on the west side of the river channel, nearly at right angles to the east-side jetty. The project thus modified was completed in 1880, except that the outer breakwater was not built, being deemed unnecessary in view of the provision of a harbor of refuge at New Haven. Under the act of June 14, 1880, a project was adopted for the extension of the 4-foot channel, 40 feet wide, upstream to the Straw Works wharf, and under the act of August 2, 1882, a revised project was adopted which pro- vided for a channel 8 feet deep and 100 feet wide across the bar and upstream to Merwin's dock, at estimated cost of $11,000. In 1891 these projects were reported as completed and no further work necessary, except maintenance of jetties and dredged channels. It was stated in July, 1895, that as a result of private dredging there was a clear channel across the bar 12 feet deep and nowhere less than 80 feet wide. On the previous projects $45,500, and for surveys $1,600, were expended. For further details regarding former projects see Annual Report of the Chief of Engineers for 1893, page 929, and for report on which present project is based see Annual Report of the Chief of Engineers for 1900, page 1357 et seq. For map see House Document No. 280, Fifty-sixth Congress, first session. The existing project, authorized by act of June 13, 1902, fo> com- pletion at a cost of $15,000, consists in dredging and maintaining a channel across the bar and through the lower harbor, 100 feet wide and 10 feet deep, to Merwin's wharf, with an anchorage basin of same depth of about 5 acres area on the east side of the channel between the long dike and the harbor line, and a channel through the upper harbor from Merwin's wharf to the Straw Works wharf, 90 feet wide and 6 feet deep. The estimated cost for maintenance was $1,000 bi- a See money statement under New Haven Harbor, Connecticut, page 106. 110 REPORT OF THE CHIEF OF ENGINEERS., U. S. ARMY. ennially. The first cost of the improvement was subsequently ascer- tained to be $25,000. The amount expended on this project to June 30, 1908, is $23,670.72, of which $21.10 was for maintenance. The 6-foot channel has been extended upstream to a point about 500 feet above the town dock, a portion of the anchorage basin, about 2J acres in area, adjacent to the 10-foot channel, dredged, and a basin, 1.6 acres in area, dredged on the opposite side of the channel opposite Merwin's wharf. Owing to ledge rock it was impracticable to com- plete this project within the estimate. The work done facilitates navigation in the lower part of the harbor, and the extension of the 6-foot channel to the town dock renders it practicable to land cargoes of coal at this dock, which it was formerly extremely difficult to do. The development of the anchorage basins greatly relieves congestion in the lower part of the harbor, due to the anchoring of small pleasure craft and oyster schooners in that portion of the harbor. The available balance and the appropriation asked for will be ap- plied to maintenance of the improvement. On June 30, 1908, a low-water draft of 10 feet could be carried over the bar and up as far as Merwin's wharf, thence 6 feet draft to a point about 500 feet above the town dock, and thence draft of about 24 feet can be carried to the Straw Works dock. No navigation is practicable above this dock. The commerce of this harbor consists almost entirely of oysters, shells, coal, and fertilizer, the former predominating. The reported tonnage for the calendar year 1907 amounted to 23,989 tons, valued at $429,187. July 1, 1907, balance unexpended-----------------------------$1, 350.38 June 30, 1908, amount expended during fiscal year for maintenance .... _ of improvement ---------- ---------------------------------- 21.10 July 1, 1908, balance unexpended------------------------------ 1, 329. 28 July 1, 1908, outstanding liabilities ------------------------------- 2.74 July 1, 1908, balance available -------------------------------- 1, 326. 54 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------- _ 2, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 11.) 12. Housatonic River, Connecticut.-This is a rapid river running southward through Massachusetts and Connecticut, emptying into Long Island Sound east of Stratford Point, about 5 miles east from Bridgeport Harbor. At Derby, 13 miles from its mouth, it receives the discharge of the Naugatuck River. Derby and Shelton are at the head 'f navigation. About a mile above there is a large power dam across the Housatonic River; above the pool of this dam the river is rocky and shoal. The original depth on the worst bars in the river (6 in number) was from 3.5 to 4.5 feet. There was also a bar across the river mouth, with about 4 feet depth. The original project for improvement, adopted under the act of March 3, 1871, provided for a jetty at Sow and Pigs reef; removing RIVER AND HARBOR IMPROVEMENTS. 111 Drews rock; a breakwater at the mouth of the river, and making a channel 7 feet deep, 200 feet wide through the bar at the mouth and 150 feet wide in the river, at total estimated cost of $404,961. In 1887, the estimates were revised, and a modification of the project proposed a breakwater or jetty at the mouth of the river 5,750 feet long, ex- tending about south-southeast from Milford Beach 3,250 feet; thence parallel to and 500 feet from the channel 2,500 feet farther, to the 12-foot curve in Long Island Sound, the inner arm of the jetty to be 3 feet above mean low water, top width 6 feet, side slopes 1 on 1; the outer arm to be 6 feet above high water, top width 12 feet, outer slope 1 on 2, inner slope 1 on 1; and a channel 7 feet deep, 200 feet wide at the outer bar, and 100 feet wide through the river, at a total estimated cost of $202,000, and $4,000 annually for maintenance, all in addition to amount already expended. This modification was adopted uider the act of August 11, 1888, and work on the breakwater was begun July 10, 1889. In 1893 the project was further modified to provide for building a small dike in the river below Stratford. For maps see Annual Report of the Chief of Engineers for 1882, page 616, and for reports on various surveys and projects see Annual Reports of the Chief of Engineers for 1871, page 781; 1887, Part 1, page 607; 1888, Part 1, page 554. The present project for improvement is the project of 1871, subse- quently enlarged or modified as above, and the estimated cost from the beginning is $275,500. Up to June 30, 1908, $262,473.22 had been expended on this project, of which $73,275.58 had been applied to maintenance. At that date the project was completed, except that the dike below Stratford was not built to the full projected length and the outer arm of the break- water was only about 4 feet high above high water, 5 feet wide on top, and the side slopes much steeper than called for by the project. A channel of project dimensions had been dredged from the mouth of the river to Derby, but had deteriorated from the action of spring freshets and been redredged from time to time. On June 30, 1908, 7 feet draft at mean low water could be carried across the outer bar and thence to Derby. The mean rise of tide at Derby is 4.2 and at the mouth of the river about 6.3 feet. The work done has enabled vessels to enter the lower river in safety instead of waiting for high tide in an exposed situation outside. A large part of the commerce could not have been carried on without the improved channel. The navigable channel to Derby materially reduces freight rates at that and adjacent towns, as otherwise all freight would have to be handled by rail and with no competition. The commerce is largely in coal. A considerable quantity of oys- ter shells is shipped from near the mouth of the river. The reported tonnage for the calendar year 1907 was 81,163, valued at $428,691.83. The available balance and the appropriation asked for will be ap- plied to redredging at the bar channels, where needed, and in continu- ing work on the breakwater. 112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended $20, 006. 87 __a------------------------------- June 30, 1908, amount expended during fiscal year for maintenance of improvement_---------------------------------------------- 10, 030.09 July 1, 1908, balance unexpended ---------------------------------- 9, 976. 78 July 1, 1908, outstanding liabilities ------------------------------- 156. 29 July 1, 1908, balance available ---------------------------------- 9, 820.49 Amount (estimated) required for completion of existing project .. 76, 325. 58 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi. tion to the balance unexpended July 1, 1908-------------------- 41,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 12.) 13. Bridgeport Harbor, Connecticut.-This consists of a shallow bay, about 1 mile wide at the mouth and 1 miles long, into the ex- treme northwest corner of which empties the Poquonock River, a small tidal stream navigable for about 1 mile, and into the northeast corner another small stream about three-fourths of a mile long, known as Johnsons River. Midway between these two streams is Yellow Mill Pond, a tidal basin about 1 mile in length. Black Rock Harbor, now considered part of Bridgeport Harbor, lies about 21 miles to the west- ward. Both harbors are inner portions of a large bay of Long Island Sound lying between the eastern part of Stratford Point and Fairfield reef. Black Rock Harbor is about one-half mile wide at the mouth and 1 mile long, with two branches at its head, the east one a mile long, known as Cedar Creek, and the west one about three-fourths of a mile long, known as Burr Creek. The original low-water depths were as follows: On the bar at the mouth of Bridgeport Harbor, about 5 feet; in the Poquonock River from 2 to 5 feet; in Johnsons River, nearly bare in upper half; Yel- low Mill Pond, generally bare; in Cedar Creek, 2 to 4 feet, and in Burr Creek, nearly bare. Congress appropriated $10,000 in 1836 and an equal amount in 1852 for improving the main Bridgeport Harbor. These sums were expended in dredging near the mouth of the harbor, making channels 60 to 100 feet wide and 8 feet deep or more at low tide. The depth did not prove permanent. In 1871 and at various times thereafter the original project was enlarged to afford a 15-foot main-harbor channel, a 12-foot channel 200 feet wide in Yellow Mill Pond to Stratford avenue, a 9-foot Poquonock River channel, a 12-foot anchorage, and to protect the harbor entrance by two breakwaters, all estimated to cost $285,000. This project was completed in 1898, except as to capac- ity of the 15-foot channel. The amount expended on the projects above named was $317,848.50. At Black Rock Harbor, between 1836 and 1838, $21,550 was ex- pended in building a sea wall across a breach in the southern part of Fayerweather Island. In 1884 a project was adopted for protecting the upper part of Black Rock Harbor by a breakwater about one-half a The balance unexpended on July 1, 1907, as published in annual report, was in error 10 cents. The expenditures should have read $10,344.83 instead of $10,344.73, and the balance correspondingly reduced, making the correct balance unexpended $20.006.87. RIVER AND HARBOR IMPROVEMENTS. 118 mile long' between Fayerweather Island and the mainland and for making a 6-foot channel 80 feet wide in Cedar Creek. The channel had been made, the breakwater built to full length, but with reduced cross section, and the project was considered as completed July 1, 1894. Subsequently repairs were made on the old sea wall on Fayer- weather Island. The amount expended for Black Rock Harbor as a separate improvement was $72,900. For details of original projects and their modifications see Annual Reports of the Chief of Engineers, 1902, pages 133 and 134, and 1903, pages 116 and 117. In the act of March 3, 1899, Congress adopted a project for Bridge- port Harbor which provided, at an estimated cost of not exceeding $300,000, for- First. The main channel, 18 feet deep, 300 feet wide from the outer bar to the inner beacon, thence 200 feet wide to the lower or Stratford Avenue Bridge across the Poquonock River. Second. Three anchorage basins: One 18 feet deep, 500 feet wide, and 2,000 feet long adjoining the main channel on the west above the inner beacon; one 12 feet deep, 500 feet wide, and 900 feet long adjoining the main channel on the west between the 18-foot anchorage and Naugatuck wharf, and one 12 feet deep at east side of channel be- tween the steel works point and the lower bridge. Third. Poquonock River channel, from the lower bridge to the head of navigation, about 1 mile, 12 feet deep and 100 feet wide. Fourth. Yellow Mill channel, from the main channel to the head of Yellow Mill Pond, about 1 mile, 12 feet deep and 100 feet wide. Fifth. Johnsons River channel, from the main channel to the head of navigation, about 11 miles, 9 feet deep and 100 feet wide. Sixth. Black Rock channel, from the head of Black Rock Harbor to the junction of Cedar and Burr creeks, thence up each of these creeks to the head of navigation, with lengths, respectively, of 1J miles and one-half mile, 9 feet deep and 100 feet wide. Seventh. The repair and maintenance of the outer and inner break- waters of the main channel, and the one connecting Fayerweather Island with the mainland as now built, and the construction and maintenance of shore protection on Fayerweather Island to check the shifting of the beach. An appropriation of $50,000 was made in the act cited and a con- tinuing contract authorized, under which work was begun July 9, 1900, and carried on, with many interruptions and delays, until Jan- uary 1, 1906, at which time the contract was 61 per cent completed. On account of the unsatisfactory progress this contract was annulled May 10, 1906, and the work relet. Work under the new contract was commenced July 25, 1906, and completed May 17, 1907, completing the project as authorized in 1899, except a section of Burr Creek, the inner end of Yellow Mill channel, and the inner end of Johnsons River, where, on account of ledge rock, the full project dimensions of the channels were not obtained. The amount expended on this project to June 30, 1908, was $233,912.50, of which $33,026.91 was applied to maintenance, making the total expended on all projects prior to that now existing $624,661. The act of March 2, 1907, authorized the extension of the project to include an anchorage basin 22 feet deep, 1,280,000 square feet in area opposite the inner breakwater, deepening the main entrance channel to 22 feet as far as the inner end of the 22-foot anchorage basin, an 57101--ENG 190- 114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. additional 12-foot anchorage basin 608,600 square feet in area north- west of the 22-foot basin, and two breakwaters for the protection of the deep anchorage basin, at an estimated cost of $463,000. The act appropriated $113,000, and authorized continuing contracts in the additional sum of $350,000 for completing the project. Of this amount $310,000 is yet to be appropriated. Reports of examination and survey containing the enlarged project are printed in House Documents Nos. 275 and 521, Fifty-ninth Con- gress, second session. Under authority of the act of March 2, 1907, contracts for the con- struction of the breakwaters and for dredging the 12-foot anchorage basin have been made. The east breakwater has been completed and the west breakwater commenced. The amount expended on the project of 1907 to June 30, 1908, was $54,630.87. The maximum draft that could be carried June 30, 1908, through the improved channels at mean low tide is about 18 feet through the main channel from the outer end to the lower bridge; in the Poquo- nock River, about 11 feet; in the Yellow Mill channel, 12 feet; in Johnsons River, 9 feet; at Black Rock, 9 feet to the head of naviga- tion in both branches of Cedar Creek; in Burr Creek, about 7 feet to its head. The mean rise of tide is 6.5 feet. The balance on hand and additional appropriations will be applied to completing the project and to maintenance. The work done has greatly facilitated the navigation of the harbor and made the present commerce possible and materially reduced freight rates. The commerce of this harbor is chiefly in coal, lumber, iron, build- ing material, petroleum products, oysters, and general merchandise. Tonnage reported for calendar year 1907 was 1,008,543 tons, valued at $15,594,225.62. July 1, 1907, balance unexpended -------------------------- __ a $121, 858.72 January 4, 1908, allotted from act of March 2, 1907 --------------- 10, 000. 00 Amount appropriated by sundry civil act approved May 27, 1908... 40, 000. 00 June 30, 1908, amount expended during fiscal year: 171, 858.72 For works of improvement--------------------_ $54, 559.45 For maintenance of improvement ---------------- 10, 191.14 64, 750.59 July 1, 1908, balance unexpended --------------------------- 107, 108.13 July 1, 1908, outstanding liabilities --------------------------- 18, 471.40 July 1, 1908, balance available-----------------------------------88, 636. 73 July 1, 1908, amount covered by uncompleted contracts----------- 30, 311.36 Amount (estimated) required for completion of existing project- 310, 000. 00 Amounf that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908: For works of improvement ------------------ $100, 000.00 For maintenance of improvement --------------- 10,000. 00 110, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 13.) a The balance unexpended on July 1, 1907, as published in annual report, was in error $7.20. The expenditure for works of improvement should have read $117,230.40 instead of $117,223.20 and the balance correspondingly re- duced, making the correct balance unexpended $121,858.72 as now reported. RIVER AND HARBOR IMPROVEMENTS. 115 14. Norwalk Harbor, Connecticut.-This harbor consists of the tidal part of Norwalk River extending from Norwalk, the head of navigation, to the river mouth, about 3 miles, and of an outer or main harbor lying between Norwalk Islands and the mainland. South Norwalk is on the west bank, about 1- miles below Norwalk. The original depth in the river up to South Norwalk was about 5 feet; between there and Norwalk the river bed was nearly bare at low tide. The original project, adopted under the act of June 10, 1872, and modified by the terms of the act of June 14, 1880, provided for a chan- nel 100 feet wide and 8 feet deep from the outer harbor to South Nor- walk, and thence 6 feet deep to Norwalk. This project was considered completed in 1892 at a cost of $83,000, although portions of the chan- nel between Norwalk and South Norwalk were only 60 feet wide. The act of August 18, 1894, appropriated $15,000 for improving the inner harbor, and indicated the points where work was to be done. In accordance therewith a project was adopted for removing to 6 feet depth the shoal at Ferrys Point, below Norwalk, and, if funds per- mitted, for widening with depth of 9 feet the bend at Keysers Island, near the river mouth. This project was completed in 1897 at a cost of $15.,000. A project adopted by the act of June 3, 1896, provided for a channel 10 feet deep and 150 feet wide from the outer harbor to South Norwalk, widening two points near the entrance, and the maintenance of this channel and the 6-foot channel between South Norwalk and Norwalk, at estimated first cost of $62,000, and $2,000 annually for maintenance. This project was completed October 3, 1905; the amount expended on it to June 30, 1908, was $36,833, of which $15,516.89 was expended for maintenance. The present project, adopted by the act of March 2, 1907, provides for the restoration of the channel 10 feet deep and 150 feet wide to South Norwalk, for a channel 8 feet deep of a general width of 100 feet from South Norwalk to Norwalk, and for a channel 6 feet deep, 2,900 feet long, of a general width of 75 feet, to the docks at East Norwalk, and for maintenance of these channels, at an estimated first cost of $65,500, and $8,000 per annum for maintenance. Under the present project the channel to South Norwalk has been redredged to full project dimensions, the East Norwalk channel com- pleted, and the Norwalk channel partially completed. The amount expended on this project to June 30, 1908, was $27,231.01, of which $8,362.08 was expended for maintenance. The maximum draft that could be carried at low water June 30, 1908, to the South Norwalk docks was 10 feet and to the East Nor- walk and Norwalk docks 6 feet. The mean rise of tide is 7.1 feet. For reference to reports and maps regarding this harbor and former projects, see Annual Report of the Chief of Engineers for 1904, page 103. For. present project, see House Document No. 262, Fifty-ninth Congress, second session. The available balance will be applied toward completing the chan- nel between Norwalk and South Norwalk, and the appropriation asked for to maintenance of the improvements. The commerce of this harbor is mainly in coal, oysters, lumber, wood pulp, building material, and general merchandise, and on all these items the improvement has effected a material reduction in 116 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. freight rates. The reported tonnage for calendar year 1907 amounted to 207,640 tons, valued at $5,473,911.01. July 1, 1907, balance unexpended ------------------------------ a$63, 444. 67 June 30, 1908, amount expended during fiscal year: For works of improvement_ __-_ $18, 813. 60 For maintenance of improvement --- 8,362.08 -27, 175.68 July 1, 1908, balance unexpended- - 36, 268.99 July 1, 1908, outstanding liabilities-- 7, 736.03 July 1, 1908, balance available ------------------------- 28, 532.96 July 1, 1908, amount covered by uncompleted contracts ----------- 12, 056.08 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the bal- ance unexpended July 1, 1908 ------------------------------ 8,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 14.) 15. Harbors at Fivemnile River, Stamford, Southport, Greenwich, and Westport, and Saugatuck River, Connecticut.- (a) Fivemile River Harbor.-This is a tidal inlet about 1 mile long and from 100 to 1,000 feet wide. The natural low-water depth at the mouth was about 3 feet, shoaling to zero about halfway up the harbor and to about plus 2.5 feet at extreme head. The original and present project of improvement, adopted under authority of the act of August 11, 1888, provides for a dredged channel 8 feet deep and 100 feet wide, extending up the harbor about 6,000 feet from its mouth. The esti- mated cost from the beginning, as revised in 1894, was $45,000. For further details regarding this harbor, see page 192, Annual Report of the Chief of Engineers, 1901. Up to June 30, 1908, $39,789.94 had been expended on this project, of which $4,300 had been for maintenance. At that date a channel of project dimensions had been dredged about 5,400 feet up the har- bor and thence about 200 feet farther with project depth and widths of 25 to 75 feet. No dredging has been done above this point. About 82 per cent of the project is completed. The maximum draft that could be carried to the upper end of the improved channel is 8 feet, and no navigation is possible beyond this point except at high tide, when a draft of from 4 to 41 feet can be carried about 1,400 feet farther to the head of navigation. The mean rise of tide is 7.2 feet. The future appropriations will be applied toward maintenance and completion of the project by widening the channel to project dimen- sions and extending it upstream as funds permit. The commerce of this harbor is mainly confined to the oyster in- dustry, which could not be carried on to its present extent without the improved channel. Traffic reported for calendar year 1907 amounted to 10,248 tons, valued at $177,941.45. a The balance unexpended on July 1, 1907, as published in annual report, was in error $4.50. The expenditures should have read $72.50 instead of $68.00, and the balance correspondingly reduced, making the correct balance unexpended $63,444.67, as now reported. RIVER AND HARBOR IMPROVEMENTS. 117 July 1, 1907, balance unexpended-_____ $7, 199. 58 June 30, 1908, amount expended during fiscal year: For works of improvement__ ----------------------- $6, 267. 66 For maintenance of improvement--- 721.86 6, 989.52 July 1, 1908, balance unexpended.. 210.06 July 1, 1908, outstanding liabilities . 50 I July 1, 1908, balance available ------------- 209.56 Amount (estimated) required for completion of existing project 9, 300.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ..... _ . ....... _...... (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Stamford Harbor.-This consists of a bay on the north shore of Long Island Sound and of two tidal inlets known as the east and west branches, extending to the head of navigation at the city of Stamford. The original depth in the west branch was from 1 foot to 3 feet, gradually increasing in the bay to a depth of 12 feet. The east branch was originally a small marshy creek, deepened by private dredging to a depth of about 8 feet and which had shoaled so that when work was begun by the Government in 1892 the available depth was only about 61 feet. The original project, adopted under authority of the river and harbor act of 1886, was for a 5-foot channel 80 feet wide to the head of the west branch. This was considered completed in 1892 after an expenditure of $20,000, the channel being 5 feet deep and 100 to 140 feet wide at the bends, but only from 50 to 70 feet wide for the last thousand feet at the upper end. The present project, adopted under authority of the act of July 13. 1892, provides for a channel in the west branch 7 feet deep, 150 feet wide, and about 1 miles long, with a basin of same depth between harbor lines at the head of the harbor and in the east branch, as approved October 5, 1892, a channel 9 feet deep and 100 feet wide for a length of about 8,535 feet and 50 feet wide for about 1,200 feet farther to the head of the harbor. The estimated cost was $123,500. A modification to give increased width at upper end of east branch was approved February 12, 1901. For reports on surveys and projects, see Annual Report of the Chief of Engineers, 1884, Part 1, page 672; 1891, Part 1, page 849; 1893, page 954 (map, p. 956). Up to June 30, 1908, $115,023.99 had been expended on this project, of which $32,511 had been for maintenance. At that date the channel in the east branch had been completed to full project dimensions; the channel in the west branch had been dredged to project dimensions from its outer end to the south end of the basin; a portion of the south end of the basin completed and a channel with a general width of 125 feet dredged along both sides and across the upper end of the basin. The available depth which could be carried June 30, 1908, to the extreme head of the west branch was 7 feet and 9 feet through the east branch channel to its head. The mean rise of tide is 7.4 feet. * See consolidated money statement on page 121. 118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The available balance and the appropriation asked for will be ap- plied toward maintenance and completion of the project. The commerce of this harbor consists mainly of coal, lumber, stone, sand, clay, ores, and steamboat freight. The reported tonnage for calendar year 1907 amounted to 255,006 tons, valued at $8,772,217.59. Two daily lines of freight steamers, landing at the east branch, run to New York. The improvements made have rendered it possible for the steamers to run on schedule time and to enter the harbor at any stage of the tide, which they were unable to do previously, and have materially reduced freight rates. July 1, 1907, balance unexpended ---------------------------- $57, 924. 20 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $25, 840. 22 For maintenance of improvement ---------------- 19, 996.97 45, 837.19 July 1, 1908, balance unexpended ----------------------------- 12, 087.01 July 1, 1908, outstanding liabilities --------------------------- 8, 287.21 July 1, 1908, balance available -------------------------------- 3, 799. 80 July 1, 1908, amount covered by uncompleted contracts ------------ 3, 344. 53 Amount (estimated) required for completion of existing project- .28, 900. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Southport Harbor.-This is a tidal part of Mill River at town of Southport, about 1 mile long and averaging less than 100 yards wide. The original depth was probably less than 2 feet at the en- trance to the harbor, shoaling to about plus 1 foot at the upper end. Work was begun in this harbor by the Government in 1829 and pros- ecuted with various intermissions until 1878. During this time a dike inside and breakwater or jetty outside were built, and a channel 60 feet wide and 4 feet deep dredged across the outer bar. In 1878 a project was adopted for dredging a channel 100 feet wide and 4 feet deep across the bar and upstream 1,200 feet from the outer end of the jetty, and thence in a bifurcated channel to the nearest docks. In 1882 this project was reported as substantially completed, $31,587.23 having been spent since the beginning of work in 1829. The present project, adopted by act of June 13, 1902, is to dredge a channel 6 feet deep through the outer bar to the upper docks 100 feet wide to the turn above White Rock, and thence in two branches, each 60 feet wide; to repair the breakwater and to remove two points of ledge from the channel to a depth of 7 feet. The original esti- mated first cost of this improvement was $13,200, and for yearly main- tenance $300, to be expended biennially, but on account of the devel- opment of two additional outcroppings of ledge during the dredging it became evident that this estimate would be greatly exceeded before the work could be completed, and in 1906 the estimated cost was in- creased to $15,111 for this work. For further details regarding this harbor and its former projects see Annual Report of the Chief of Engineers, 1897, page 986. * See consolidated money statement on page 121. RIVER AND HARBOR IMPROVEMENTS. 119 Up to June 30, 1908, $17,946.91 had been expended on this project, of which $1,376.43 had been for maintenance. At that date a channel of project depth and 75 to 100 feet width had been dredged to the turn above White Rock, and thence with full depth and widths of 40 to 60 feet up the east branch and along the dock front for about 200 feet; one point of ledge rock had been removed, and the breakwater repaired. About 55 per cent of the project is conmpleted. The maximum draft that can be carried through the improved por- tion of the channel is 6 feet. Above this point, where no dredging has been done, a draft of 3 to 41 feet can be carried to the upper docks at low tide. Above the upper end of the projected channels the har- bor is navigable only at high tide and for a distance of about half a mile. The mean rise of tide is 6.6 feet. The improved channel permits vessels of not exceeding 6 feet draft to enter the harbor without being compelled to wait outside the bar in an exposed situation for the tide to rise. The available balance and the appropriation asked for will be ap- plied toward maintenance and completing the project. The commerce of this harbor consists mainly of farm produce, gen- eral merchandise, oysters, and coal. The reported tonnage for cal- endar year 1907 amounted to 7,130, valued at $100,280. The effect of the improvement on freight rates, if any, is not known. July 1, 1907, balance unexpended ----------------------------- $2, 139. 06 June 30, 1908, amount expended during fiscal year for nmintenauce of improvement ------------------ --- --------------------- 196. 97 July 1, 1908, balance unexpended ----------------------------- 1, 942. 09 July 1, 1908, outstanding liabilities ---------------------------- 1, 942. 09 Amount (estimated) required for completion of existing project .. 13, 111.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ---------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (d) Greenwich Harbor.-This is a shallow bay about 2 miles east from the New York State line, extending about a mile north- ward from Long Island Sound. The original low-water depth was about 6 feet to the lower docks. Above this point it shoaled rap- idly to 3 feet 1,000 feet above and to about plus 2 at the head of the harbor. The original and present project, adopted in the act of June 3, 1896, is to dredge a channel 90 feet wide from the mouth of the harbor to the causeway at its head, a distance of about a mile, to be 9 feet deep to the steamboat dock and 6 feet deep above, the upper end to be enlarged to form a turning basin. The estimated first cost was $20,000. Page 860, Annual Report of the Chief of Engi- neers, 1895, gives report of examination upon which the project is based. Up to June 30, 1908, $20,578.18 had been expended on this project, of which $3,560.99 had been for maintenance. This project was completed September 2, 1905. The work done has enabled vessels to enter the harbor with 9 feet draft at low tide, thus permitting the regular steamer to make trips without waiting for tide. Above the steamboat dock a draft of 6 feet can be carried a See consolidated money statement on page 121. 120 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. at low tide to the head of navigation. The mean rise of tide is 7.5 feet. The available balance and the appropriation asked for will be applied to maintenance of the improvement. The commerce of this harbor consists mainly of coal, lumber, build- ing material, and general merchandise. The reported tonnage for calendar year 1907 amounted to 80,730, valued at $3,334,400. The effect of the improvement on freight rates, if any, is not known. July 1, 1907, balance unexpended ----------------------------- $2, 188. 82 July 1, 1908, balance unexpended --------- 2, 188.82 July 1, 1908, outstanding liabilities 364.29 July 1, 1908, balance available -------------------------------- 1, 824. 53 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 (a) .---------------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (e) Westport Harbor and Saugatuck River, Connecticut.-For description of these localities and statement of work under original project of 1826, and its modifications to about 1871, see Annual Re- port of the Chief of Engineers for 1901, page 189. The total amount expended for the same is $19,444. The present project, adopted in 1892, originally provided for a channel 4 feet deep and 60 feet wide up to Westport, at an estimated cost of $10,000. As a result of a survey authorized by the act of August 18, 1894, the project was modified in 1896 to provide for repairing the Cedar Point breakwater, removing a ledge opposite Stony Point, or dredg- ing around it, and removing bowlders from the channel, at an esti- mated cost of $8,000, and the total estimated cost was in consequence increased to $18,000. A sketch of this river and harbor is printed in the Annual Report of the Chief of Engineers for 1894, page 670, and report of the sur- vey authorized in 1894 is printed in the Annual Report of the Chief of Engineers for 1896 and, with map, in House Document No. 67, Fifty-fourth Congress, first session. The total amount expended on the present project up to the close of the fiscal year ending June 30, 1908, was $13,150.78, of which $96.92 was for maintenance. The 4-foot channel had been completed to Westport, head of navigation, with width generally of 60 feet, the ledge opposite Stony Point removed, and the Cedar Point breakwater repaired and extended. About 70 per cent of the project is com- pleted. The mean rise of tide is about 7 feet. Completion of the project requires further removal of bowlders and dredging to full project dimensions at the channel opposite West- port. Improvements made have rendered navigation of the river practicable at less than half-tide stages by vessels plying there. Future appropriations will be applied to maintenance and the com- pletion of the project. * See consolidated money statement on page 121. RIVER AND HARBOR IMPROVEMENTS. 121 The commerce comprises coal, lumber, farm produce, and steam- boat freight. The reported tonnage for calendar year 1907 was 13,027, valued at $58,802.60. The effect of the improvement on freight rates, if any, is not known. July 1, 1907, balance unexpended _._._ _$2, 000. 00 June 30, 1908, amount expended during fiscal year for works of improvement ----- 150. 78 July 1, 1908, balance unexpended_ ----------------------------- 1, 849. 22 July 1, 1908, outstanding liabilities-.... . 1, 849.22 Amount (estimated) required for completion of existing project - 3, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $71, 451. 66 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $32, 258. 66 For maintenance of improvement---------------- 20, 915. 80 53, 174.46 July 1, 1908, balance unexpended ------------------------- 18, 277.20 July 1, 1908, outstanding liabilities 12, 443. 31 July 1, 1908, balance available-------------------------------5, 833.89 July 1, 1908, amount covered by uncompleted contracts ------------- 3 344. 53 Amount (estimated) required for completion of existing project .. 54, 311.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908---------------------- 63, 311.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D 15.) 16. Removing sunken vessels or craft obstructing or endangering navigation-Wreck of the schooner Eclipse.-This schooner, laden with 75 tons of coal, sunk April 11, 1908, in New Haven Harbor. The wreck and cargo were removed June 12, 1908, at a cost of $150. (See Appendix D 16.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Coscob Harbor, Connecticut, with a view to obtaining a sufficient depth to the drawbridge.-Report a See consolidated money statement on this page. 122 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. dated March 22, 1907, is printed in House Document No. 74, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Branford Harbor, Connecticut.- Report dated May 17, 1907, is printed in House Document No. 80, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminaryexamination and survey of Connecticut River, with a view to removing obstructionsin Eightmile River and East Branch, Connecticut.-Reports dated May 9 and October 15, 1907, are printed in House Document No. 327, Sixtieth Congress, first session. East Branch is not considered worthy of improvement by the United States. A plan for improvement of Eightmile River at an estimated cost of $9,000 is presented. 4. Preliminary examination and survey of New London Harbor., Connecticut, with a view to securing a depth of 15 feet in Shaws Cove.-Reports dated May 7 and October 19, 1907, respectively, are printed in House Document No. 329, Sixtieth Congress, first ses- sion. A plan for improvement at an estimated cost of $12,000 is presented. 5. Preliminaryexamination and survey of harborof refuge at Duck Island and for a breakwater at Kelseys Point, Connecticut.-Reports dated April 29, and October 29, 1907, respectively, are printed in House Document No. 398, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $350,000 is presented. The local officer was also charged with the duty of making pre- liminary examination and survey of New Haven Harbor and Morris Cove, Connecticut, provided for in the river and harbor act of March 2, 1907, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST NEW YORK, NEW YORK, DISTRICT. This district was in the charge of Col. John G. D. Knight, Corps of Engineers, division engineer, northeast division. 1. Port Chester Harbor, New York.-This harbor, situated at the boundary between the States of New York and Connecticut, consists of the tidal part of Byram River and of a bay at its mouth opening into Long Island Sound. The depth in the river before improvement was 1 foot, and Salt rock, in the river, and Sunken rock, in the bay, were considered to be dangerous obstructions. The original project for this improvement was adopted in 1872 and modified in 1884 and 1888. It proposed to remove Salt rock to 9 feet below mean low-water, to build a breakwater from Sunken rock to Byram Point, and to dredge and maintain a channel to the Port Chester wharves, at a total cost of $57,000. Up to 1899, at a total cost of $52,000, this project had been completed, except the dredging in the upper harbor. The existing project, approved March 3, 1899, provides for a chan- nel 12 feet deep at mean low water and 70 feet wide from deep water in the bay up to the town wharf, and thence 9 feet deep and 60 feet wide to the steamboat wharf, the work to be done by dredging and rock removal. Estimated cost, $25,000. By act of 1907 the project was extended to include removal of ledges of rock opposite the southerly point of Fox Island. RIVER AND HARBOR IMPROVEMENTS. 123 Up to June 30, 1908, $33,888.18 had been expended on the present project; of this amount $10,888.18 was for maintenance. About 92 per cent of the work proposed under the present project has been completed and has resulted in securing a channel of the pro- jected width and depth, except at and opposite the southerly point of Fox Island, where the width is reduced by ledges of rock to about 60 feet. The channel has deteriorated somewhat. The available funds are to be applied to completing the improve- ment and to maintenance, and the additional appropriation recom- mended is to be applied to maintenance. The maximum draft that could be carried June 30, 1908, at mean low water is estimated at 12 feet up to the town wharf; thence 9 feet to the steamboat wharf, and above the steamboat wharf 21 feet. Mean range of tides, 7.4 feet. The head of navigation is at a fixed bridge at Mill street, about 900 feet above the steamboat dock. The total length of navigable channel from Long Island Sound to the bridge is about 1 miles. The tonnage and value of the commerce of this harbor, mainly in coal, building materials, manufactured goods, and farm produce, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1898....................... 140,000 $4,936,000 1903 ... ................. 240,000 $3,940,000 1899 ................... 169,500 6,256,000 1904..... ...... 255,000 4,590,000 1900....................... 181,000 7,269,500 1905........... ......... 293,000 7,365,000 1901....................... 327,500 9,118,000 1906....................... 265,000 6,870,000 1902...................... 237,000 900,000(?) 1907....................... 275,000 7,405,000 The commerce of this harbor has increased with the improvement. So far as has been ascertained, the improvement of this harbor has brought about a reduction in freight rates. Detailed description of this improvement is printed in Reports of the Chief of Engineers for 1897, page 1084, and 1900, page 1378. Sketches of the river and harbor are printed in Reports of the Chief of Engineers for 1885, page 658, and for 1889, page 716. July 1, 1907, balance unexpended ------ ---------------------- $6, 500.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement-------------------------------------------888. 18 July 1, 1908, balance unexpended-----------------------------5, 611.82 mount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908--------------------------------- 2, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 1.) R. Mamaroneek Harbor, New York.-This harbor, situated on the north shore of Long Island Sound, consists of a narrow inlet opening into a shallow, broad bay. Before improvement the channel to the old steamboat wharf, half a mile up the inlet, had a depth of 5 feet at mean low water, gradually decreasing to 1 foot at the upper wharves. Various rocks at or near the mouth of the inlet obstructed navigation. 124 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The present project, approved August 2, 1882, and modified April 27, 1899, provides for the removal of Round rock to a depth of 4 feet and Bush rock and Inner Steamboat rock to a depth of 7 feet at mean low water, and for making a channel 7 feet deep at mean low water and 100 feet wide from the harbor entrance to the upper wharves. Estimated cost, $43,000. Up to June 30, 1908, $40,000 had been expended on this work; of this amount $4,628.50 was for maintenance. About 82 per cent of the work proposed under the project has been completed, and has resulted in a channel with a uniform depth of 7 feet at mean low water and a width of from 70 to 100 feet from the harbor entrance to the turn at Hog Island, and thence 100 feet wide to the upper wharves. The channel has probably deteriorated some- what. The appropriation recommended is to be applied to completing the improvement and to maintenance. The maximum draft that could be carried June 30, 1908, at mean low water is probably less than 7 feet. Mean range of tides, 8 feet. The head of navigation is at a fixed bridge just above the upper wharves. The total length of navigable channel from Long Island Sound is about 1 mile. The tonnage and value of the commerce of this harbor, mainly in coal, building materials, and manufactured goods, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1896 ........................ 29,095 $482,092 1903 ............ ......... 26,230 $337,000 1897 ........................ 51,673 877,180 1904 ..................... 49,589 859,242 1901 ........................ 20,705 51,598(?) 1905............. ........ 54,944 201,398(?) 1902......................... 48,495 75,000(?) 1906..................... 15,756 131,000 It is not known that freight rates have been affected by this improvement, but it has facilitated the transportation of especially coal and building materials. Detailed description of this improvement can be found in Report of the Chief of Engineers for 1900, page 1381. Sketch of harbor is printed in Report of the Chief of Engineers for 1903, page 859. Amount (estimated) required for completion of existing project- .$7, 628.50 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance -- - 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 2.) 3. Larchmont Harbor, New York.-This harbor, situated on the northwest shore of Long Island Sound, 4 miles distant from New York City limits, is about half a mile wide and five-eights of a mile long. It is exposed to easterly and southerly storms. Two sub- merged rocks (Umbrella rock and Huron rock) formerly obstructed the entrance, which has a depth of 18 feet, gradually diminishing toward the head of the bay. The original project for this improvement, adopted September 19, 1890, provided for building two breakwaters to protect the anchorage BIVER AND HARBOR IMPROVEMENTS. 125 ground, one to extend from Umbrella rock to Umbrella Point and the other from Huron rock to Long Beach Point, at an estimated cost of $105,000. Work under this project was suspended in 1891 after the first appropriation of $5,000 had been expended in com- mencing the two breakwaters. The present project, adopted March 3, 1899, provides for building a breakwater extending southwardly 1,440. feet from the 6-foot curve off Long Beach Point and for the removal of Huron rock to a depth of 14 feet at mean low water. Estimated cost, $108,000. The project was extended by act of 1907 to include removal of ledges adjoining Huron rock. Up to June 30, 1908, $64,528.02 had been expended on this project, all for improvement. There was received on bond of failing con- tractor, $6,905.04. About 60 per cent of the work proposed under the present project has been completed, and as a result the breakwater has been built to full projected section to a length of 1,410 feet, and Huron rock and a portion of the adjoining ledge removed to depths of 14 and 12 feet, respectively. The available funds are to be applied to completing the improve- ment and to maintenance. The maximum draft that could be carried June 30, 1908, over the shoalest part of the entrance channel at mean low water is estimated at 18 feet. The general depth of the anchorage area of the harbor is from 6 to 12 feet at mean low water. Mean range of tides, 7.4 feet. The harbor is about half a mile wide and extends rather more than half a mile inland. It is a basin with no definite channel. The harbor has but little commerce. It is mainly used by the Larchmont Yacht Club, by coasting and fishing vessels for night anchorage, and as a harbor of refuge. Local freight rates are thought not to have been affected by the improvement. Detailed description of this improvement is printed in Report of the Chief of Engineers for 1900, page 1383. A sketch of the harbor is printed in Report of the Chief of Engineers for 1903, page 860. July 1, 1907, balance unexpended ------------------------------ $14, 838. 77 Collections from failing contractor , 905.04 6--------------------- 21, 743. 81 June 30, 1908, amount expended during fiscal year for works of improvement ---------------------------------------------- 366.79 July 1, 1908, balance unexpended ---------------------------- 21, 377.02 Amount (estimated) required for completion of existing project .. 29, 000. 00 (See Appendix E 3.) 4. Harbor at Echo Bay, New York.-This harbor is on the north shore of Long Island Sound, 2 miles distant from New York City limits. It is landlocked, except toward the southeast, and has a good anchorage. Nearly all of the water transportation of the town of New Rochelle is carried on through this harbor. The original project for improvement, adopted in 1875, provided for the removal of two ledges, known as Start rock and Sheepshead 126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. reef, to 7 and.9 feet depth at mean low water, respectively, at an esti- mated cost of $38,955.38. Prior to 1902 the sum of $22,000 had been appropriated, with which Start rock was reported wholly and Sheepshead reef partly removed to the projected depths, and a channel 40 feet wide and 4 feet deep at mean low water was dredged from Beauford Point to within 300 feet of the head of the harbor. The project adopted by the river and harbor act of June 13, 1902, contemplated the completion of the original plan by the removal of the remainder of Sheepshead reef and Start rock, at an estimated cost of $17,000. This work was completid September 25, 1903, at a total cost of $8,546.68. The river and harbor act of March 3, 1905, directed an examination to be made of Long rock, with a view to its removal, and authorized the expenditure of any balance remaining from previous appropria- tions for this purpose. The removal of such part of the rock to 6 feet below mean low water as the available funds ($8,453.32) would permit was authorized by the Secretary of War August 21, 1906. Of this amount $8,412.92 was expended to June 30, 1908, leaving a bal- ance of $40.40 in addition to the amount appropriated March 2, 1907. As a result of this expenditure there is now a channel at Beauford Point 6 feet deep at mean low water and 100 feet wide. The present project, adopted March 2, 1907, provides for complet- ing the removal of Long rock, at a total estimated cost of $10.000. The available funds are to be expended in completing the removal of Long rock and in maintenance. The maximum draft that could be carried to Beauford Point on June 30, 1908, is estimated at 6 feet at mean low water. The general harbor anchorage ranges from 9 to 18 feet at mean low water. The mean range of tide is about 7 feet. The head of navigation is at a dock about 1,500 feet above Beauford Point. The harbor is about one-fourth mile wide and one-third mile long. The total length of navigable channel extending beyond the deep water of the harbor is about one-fifth of a mile. The tonnage and value of the commerce of this harbor, mainly in coal, building materials, and manufactured goods, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1902......................... 99,000 $500,000 1905........................ 193,650 $2,071,800 1903......................... 129,400 1, 434,000 1906. . . ..... ....... 270, 460 2,789,208 1904......................... 151,200 1,647,500 1907........................ 269,135 2,545,535 The commerce of this harbor has increased with the improvement. This improvement has made it easier to charter vessels for freight to this locality; but otherwise seems to have not reduced freight rates. For detailed description of work see Report of the Chief of Engi- neers for 1900, page 1429. A sketch of the locality is printed in Report of the Chief of Engineers for 1903, page 862. Report on examination for removal of Long rock is printed in House Document No. 182, Fifty-ninth Congress, second session. RIVER AND HARBOR IMPROVEMENTS. 127 July 1, 1907, balance unexpended ------------------------------- $12, 675.46 June 30, 1908, amount expended during fiscal year for works of im- provement---_ --------- 635.06 July 1, 1908, balance unexpended- _ 12, 040.40 Jully 1, 1908, outstanding liabilities--- 18.45 July 1, 1908, balance available__ ----------- 12, 021.95 (See Appendix E 4.) 5. Bronx River and East Chester Creek, New York.-(a)Bronx River.-This stream empties into the East River north of Hunts Point. The navigable part extends from its mouth to West Farms, a distance of 3 miles. At this point it is crossed by a dam. The natural depth at the mouth was 4 feet at mean low water, and decreased ascending the stream to less than 1 foot at the head of navigation. The project for improvement, adopted by the act of June 3, 1896, provides for making a channel 4 feet deep at mean low water and 100 feet wide from the entrance to Barlow street; thence to Dongan street 60 feet wide, and thence to the head of navigation 50 feet wide, the work to be done by dredging and rock removal. Esti- mated cost, $85,985. Up to June 30, 1908, $37,952.02 had been expended on the project, all for improvement. There was received from sales of maps $0.65. About 40 per cent of the work proposed under the present project has been completed and has resulted in a channel with depths of from 3 to 6 feet at mean low water and with a diminishing width of from 100 to 50 feet, except where reduced by ledges of rock, from the mouth to the turn east of the gas works. Above this point the chan- nel remains as previously reported. The dredged channel has prob- ably deteriorated somewhat. The available funds and additional appropriation recommended are to be applied to continuing the improvement and to maintenance. The maximum draft that could be carried June 30, 1908, over the shoalest part of the channel at mean low water from the mouth to the turn east of the gas works is estimated at about 3 feet; above this point, 1 foot. Mean range of tide is 6.6 feet at mouth and 6 feet at West Farms. The head of navigation is at a dam just beyond the dye works. The total length of navigable channel is about 3 miles. The tonnage and value of the commerce of this river, mainly in coal, cotton goods, drugs for dyeing purposes, ice, and building materials, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1897......................... 139,310 $526,025 1904 .......... ........... 42,286 $196,642 1899........................ 171,300 1,985,700 1905....................181,093 820,482 1902........................ 153,137 500,000 1906 .................... 8341,538 1,720,097 1903......................... 77,710 536,400 1907 .................... 382,957 1,807,317 The reduction of freight rates by this improvement is doubtful, but transportation has been facilitated. Details of improvement can be found in Report of the Chief of Engineers for 1900, page 1389. A sketch of a part of the stream is printed in Report of the Chief of Engineers for 1904, page 1016. 128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended------------------------------- $43, 624.16 Receipts from sales 65 .--------------------- 43, 624.81 June 30, 1908, amount expended during fiscal year for works of im- provement ___-2, 076. 18 July 1, 1908, balance unexpended_ _-_ --- 41, 548.63 July 1, 1908, outstanding liabilities -_- _154. 73 July 1, 1908, balance available - ---------- 41, 393.90 Amount (estimated) required for completion of existing project .. 6, 485. 00 Amount that 30, 1910, forcan be profitably works and inforfiscal expended of improv\ement year ending maintenance, June in addi- tion to the balance unexpended July 1, 1908_-------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) East Chester Creel.-This is a small tidal stream emptying into East Chester Bay. It was originally navigable at high tide for vessels drawing 7 feet as far as Lockwoods, a distance of 21 miles. The project for improvement, adopted March 3, 1873, provided for a channel 100 feet wide and 9 feet deep, mean high water, from deep water in East Chester Bay to a point 3,000 feet above Lock- woods. Estimated cost, $136,500; subsequently reduced to $124,000, as modified in 1891. Up to June 30, 1908, $115,500 had been expended on the project; of this amount $25,408.78 was for maintenance. The project has been completed and has resulted in a channel 9 feet deep at mean high water and about 100 feet wide from East Chester Bay to a point 3,000 feet above Lockwoods. The channel above Lockwoods had deteriorated to a considerable extent, and the expenditures in the past fiscal year, therefore, resulted in restoring only about 75 feet in width in this section of the creek to its projected depth. Some shoaling has occurred in the channel below Lockwoods. The appropriation recommended is to be applied to maintenance. The maximum draft that could be carried over the shoalest part of the channel on June 30, 1908, is estimated at 9 feet at mean high water. Mean range of tides is 7.1 feet. The head of navigation is at the upper end of the artificial channel. The total length of navi- gable channel is about 21 miles. The tonnage and value of the commerce of this creek, mainly in coal, building material, and miscellaneous freight, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1895 ......................... 94,928 $2,199,186 1904 .................... 146,955 $963,263 1899......................... 286,428 1,957,224 1905.................... 206,275 1,755,850 1902 ........................ 99,750 870,500 1906 ............ ........ 282,655 3,063,360 1903......................... 104,655 672, 800 1907 ........... ......... 354, 019 1, 954,254 The effect of this improvement has been to increase the number of firms carrying on business along this stream. So far as has been learned this improvement has made no change in freight rates, but commerce has greatly increased. a See consolidated money statement on page 129. RIVER AND HARBOR IMPROVEMENTS. 129 For detailed reports see Reports of the Chief of Engineers for 1897, page 1089, and 1904, page 1016. A sketch of the stream is printed min Report of the Chief of Engineers for 1904, page 1016. For refer- ences to reports on examinations and surveys, see Report of the Chief of Engineers for 1904, pages 112 and 1061. July 1, 1907, balance unexpended -----------------------------__ $8, 426.98 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 8, 426. 98 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement _ _------_-_-------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended ---------------------------- $52, 051.14 Receipts from sales -------------------------------------------- . 65 52, 051.79 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $2, 076. 18 For maintenance of improvement ---------------- 8, 426.98 10, 503. 16 July 1, 1908, balance unexpended 41, 548.63 July 1, 1908, outstanding liabilities.. 154.73 July 1, 1908, balance available ----------------- 41, 393.90 Amount (estimated) required for completion of existing project ... 6, 485.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 16,485.00 .--------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 5.) 6. Harbors at Port Jefferson, Mattituck, Huntington, Glencove, Flushing Bay, Canarsie Bay, and Sag Harbor, N. Y.-(a) Port Jefferson Harbor.-This is a large and deep inland bay, situated on the north shore of Long Island, and connected with Long Island Sound by a narrow entrance. Before improvement the channel depth outside the entrance was but 4 feet at mean low water, whereas the depth in the harbor was 12 feet and more, at low tide, up to within 300 feet of the wharves of Port Jefferson village. The first project for improvement was adopted in 1871, and com- pleted in 1883, at a total cost of $79,000. Two jetties were built to shelter the inlet channel, one east of the inlet, 1,390 feet long, and one west, 940 feet long, both of scant cross section. A channel 8 feet deep at mean low water and 100 feet wide was dredged through the inlet and shoal outside. The existing project for improvement, adopted September 19, 1890, and modified August 18, 1894, provides for dredging a channel through the harbor entrance 12 feet deep and 200 feet wide, to be protected by extending and enlarging the previously built jetties. Estimated cost, $145,000. a See consolidated money statement on this page. 57101-ENG 1908-- 9 130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Up to June 30, 1908, $84,347.57 had been expended on the present project; of this amount $5,929.64 was for maintenance. The sum of $2,900 of the original allotment from the appropriation of March 2, 1907, was transferred to the allotment for improving harbor at Sag Harbor, N. Y. About 57 per cent of the work proposed under the present project has been completed, and has resulted in securing a channel 12 feet deep at mean low water, and 200 feet wide, and in completing the east jetty to its full projected section for a distance of 1,470 feet, except at the shore end, where it is covered by sand. The west jetty is 940 feet long, with scant cross section. No work has been done on this jetty under the present project. It is reported that some shoal- ing has occurred in the dredged channel. The available funds and additional appropriation recommended are to be applied to continuing the improvement and to maintenance. The maximum draft that could be carried over the shoalest part of the channel June 30, 1907, is estimated at less than 12 feet at mean low water. Mean range of tides at entrance, 7 feet; at Port Jefferson wharves, 6.2 feet. The total length of navigable channel from Long Island Sound to Port Jefferson wharves is about 21 miles. The har- bor is about 2 miles long and three-fourths of a mile wide. The tonnage and value of the commerce of this harbor, mainly in coal, building materials, farm produce, fish, and general merchandise, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. value. 1898................... 24,940 $360,200 1905 ....................... 19,650(?) $565,700(?) 1899................... 42,130 2,145,940 1906...................118,705 2,544,900 1903................... 46, 670 776,000 1907 .................... 95,455 1,066,665 1904..... ................... 8,832(?) 90,424(?) This work has been without effect on freight rates. For detailed report see Report of the Chief of Engineers for 1900, page 1393. A sketch of Port Jefferson Harbor is printed in Report of the Chief of Engineers for 1900, page 866. July 1, 1907, balance unexpended -$24, 021.20 Transferred to Sag Harbor ------------------------ $3, 500. 00 Transferred from Sag Harbor. 00. 00 6------------------------ 2, 900.00 21, 121. 20 June 30, 1908, amount expended during fiscal year, for works of improvement ---------------------- ---------------------- 5, 912. 42 July 1, 1908, balance unexpended ----------------------------- 15, 208. 78 July 1, 1908, outstanding liabilities ---------------------------- 4, 821. 84 July 1, 1908, balance available--- ---------------------------- 10, 386. 94 July 1, 1908, amount covered by uncompleted contracts ------------ 6, 800. 84 Amount (estimated) required for completion of existing project .. 51, 373.29 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 ------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. a See consolidated money statement on page 137. RIVER AND HARBOR IMPROVEMENTS. 181 (b) Mattituck Harbor.-This harbor is a tidal inlet extending in a southerly direction from Long Island Sound to the village of Matti- tuck, Long Island. One mile above the mouth a tide milldam with gates has been built across the stream. The depth at the entrance, which is obstructed by a shifting sand bar, is from 1 to 2 feet; thence up to the milldam from 2 to 7 feet at low tide, and above the latter the depth is 6 feet at high tide. The project adopted by the act of June 3, 1896, provides for a channel 7 feet deep at mean low water from the entrance to the dam and 7 feet deep at mean high water above the dam to the village, the width to be 80 feet, except near the mouth, where it is increased to 100 feet; the entrance channel to be protected by two parallel jetties, 400 feet apart, extending out to the 9-foot curve. Estimated cost, $83,000. Up to June 30, 1908, $35,688.47 had been expended on the project; of this amount $143 was for maintenance. There was received from sales of maps $2.85. About 43 per cent of the work proposed under the project has been completed, resulting in the completion of the west jetty to full pro- jected section for a length of 680 feet, extending out to the 10-foot curve; the east jetty to futill projected section for a length of 775 feet, extending out to the 7-foot curve; and in dredging a channel at the entrance 7 feet deep at mean low water, 60 feet wide, and about 800 feet long. The jetties serve to some extent in fixing the channel entrance, but navigation will not be materially benefited until the channel has been deepened by dredging. The project contemplates dredging below and above the milldam. As this dam, and a fixed bridge of which it forms a part, prevent any dredging plant from entering the upper reach of the river, it is recommended that any appropriation for this improvement be made available only after local authorities have replaced the dam and bridge by a bridge with drawspans. The available funds and additional appropriation recommended are to be expended in continuing the improvement and in maintenance. The maximum draft that could be carried June 30, 1908, over the shoalest part of the channel at mean low water is estimated at about 1 foot. The head of navigation is at the village of Mattituck. The total length of navigable channel from Long Island Sound to Matti- tuck is about 21 miles. The range of tide outside the entrance is 4.8 feet and below the milldam before dredging in the entrance 2.2 feet. The commerce consists principally of coal, building materials, fruits, farm produce, and general merchandise, and was reported in 1904 as amounting to 56,602 tons, valued at $2,041,766. During Sep- tember and October, 1907, there were 44 arrivals and departures, carrying a total of 5,010 bushels of potatoes and 50 passengers. No change in freight rates has yet resulted, the work not being sufficiently advanced. For detailed description of this work see Annual Reports of the Chief of Engineers for 1891, page 843, and 1897, page 1095. 182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended --------------------------- $46, 470.27 Receipts from sales -------------------------------------------- 2. 85 46, 473. 12 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $7, 015. 74 For maintenance of improvement ------------------ 143.00 7, 158. 74 July 1, 1908, balance unexpended 39, 314.38 July 1, 1908, outstanding liabilities 910. 35 July 1, 1908, balance available ------------------------------- 38, 404.03 July 1, 1908, amount covered by uncompleted contracts ------------ 35, 175. 67 Amount (estimated) required for completion of existing project ----- 8, 143.00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Huntington Harbor.-This harbor is a narrow tidal estuary extending inland from Huntington Bay, Long Island, in a southerly direction for a distance of about 2 miles. Before improvement it had a natural available depth of nearly 8 feet, mean low water, for a stretch of 1 miles from the entrance southward, thence gradually decreasing to zero toward the head of the harbor. In 1872 the first project was adopted, under which in 1873 a shoal at the harbor entrance was removed and a channel 2,200 feet long, 130 to 150 feet wide, and 8 feet deep at mean low water was dredged up to the town landings at a total cost of $22,500. In 1884 this chan- nel had completely filled up. The present project, adopted September 19, 1890, provides for dredging and maintaining a channel 8 feet deep at mean low water and 100 feet wide up to the upper wharves, to be protected by piling, if necessary. Estimated cost, $32,000. Up to June 30, 1908, $38,000 had been expended on this project; of this amount $8,510.94 was for maintenance. The present project is completed, except as to the dredging or pile construction necessary to maintain the channel. For purposes of maintenance the channel has been dredged 200 feet wide in lieu of pile protection. The channel has deteriorated somewhat. The appropriation recommended is to be applied to maintenance. The maximum draft that could be carried June 30, 1908, over the shoalest part of the channel is estimated at about 8 feet at mean low water. Mean range of tide, 7.2 feet. The head of navigation is at a causeway about one-third of a mile above Town dock. The total length of navigable channel from Huntington Bay to the causeway is about 2 miles. The tonnage and value of the commerce of this harbor, mainly in coal, farm produce, building material, and miscellaneous merchandise, as obtained from the best available information, are as follows: * See consolidated money tatement on page 137. RIVER AND HARBOR IMPROVEMENTS. 133 Year. Tons. Value. Year. Tons. Value. 1897 ...................... 23,584 $473,109 19C3.................... 66,000 $1,086,000 1899 ...................... 46,500 605,000 1904..... ................... 94, 950 2, 818,250 1900 ...................... 45,600 768, 000 1906..... ................... 105,212 2,774,850 1901...................... 52,000 875,800 1907..... ................... 96,196 1,901,061 This work has not affected freight rates. For detailed description see Report of the Chief of Engineers for 1897, page 1100. A sketch of the upper part of the harbor is printed in the Annual Report for 1904, page 1023. July 1, 1907, balance unexpended ---------------------------- $3, 478. 40 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 3, 478.40 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement -------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (d) Glencove Harbor.-This harbor is a small tidal inlet on the east side of Hempstead Harbor, Long Island. Its channel is about 2 feet deep at mean low water and a bar at the entrance has a foot less of depth. Before improvement vessels waiting for tides to enter the harbor were exposed to storms from the north and northwest. The existing project, adopted August 11, 1888, and revised June 22, 1895, provides for the construction of a breakwater in Hempstead Harbor extending from the northwest corner of Glencove dock west- southwesterly toward Motts Point, so as to shelter the anchorage outside of Glencove Harbor. The breakwater is to have a length of 2,000 feet and to be built to a height of 3 feet above high water, with a top width of 5 feet. Estimated cost, $135,000. Up to June 30, 1908, $72,000 had been expended on the project, all for improvement. About 53 per cent of the work contemplated under the project has been completed and has resulted in building 1,564 feet of the breakwater to full projected section. The present length of breakwater appears to afford sufficient pro- tection to vessels seeking shelter from storms in this vicinity, and its further extension therefore seems to be unnecessary. The maximum depth in the anchorage behind the breakwater is estimated at 21 feet at mean low water. Mean range of tides, 7.7 feet. The head of navigation is at the southern extremity of Hemp- stead Harbor, about 31 miles from the breakwater. The commerce of the harbor is chiefly coal, and amounted to 8,549 tons, valued at $40,515, in 1904, and to 7,062 tons, valued at $18,000, in 1906. This improvement has no immediate effect on freight rates. For details of improvement see Report of the Chief of Engineers for 1897, page 1103. A map is printed in Report of the Chief of Engineers for 1889, page 728. Amount (estimated) required for completion of egisting project -- $63, 000. 00 a See consolidated money statement on page 137. 134 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (e) Flushing Bay.-Flushing Bay is on the north shore of Long Island, about 14 miles by water from the Battery, New York City. The bay is about 1 mile wide and 2 miles long, the depth in the orig- inal channel being not much greater than elsewhere in the bay. Before improvement the controlling depth up to Flushing was 3.9 feet at mean low water. The existing project, adopted March 3, 1879, and modified Sep- tember 19, 1888, and June 9, 1891, provides for building a dike 4,663 feet long on the west side of the channel to protect it from filling and for making and maintaining a channel 6 feet deep at mean low water up to the lower bridge at Flushing. Estimated cost, $173,500. Up to June 30, 1908, $159,190.32 had been expended on the project. During progress of work it was repeatedly necessary to redredge some parts of the channel, so that it is not possible to state exactly what part of above sum was used for maintenance. The expenditure to June 30, 1908, for maintenance is estimated at $12,700. The project has been completed except as to removing a small shoal below Broadway Bridge, and to making such slight changes in the outer end of the dike as to make it less of an obstruction to naviga- tion. There is now a channel having a least depth of 6 feet at**mean low water, and 200 feet wide up to Broadway Bridge, except as to the above-mentioned shoals. Thence to Main Street Bridge the chan- nel is 100 feet wide and not less than 6 feet deep at mean low water. The whole of the dike is in bad condition, and all of the ouiter end, 1,606 feet long, with the exception of a few scattering piles and stones, has been carried away by storms and ice. Dike construction was dis- continued in 1891. The available funds are to be applied to making such slight changes in the dike as may be necessary to make it less of an obstruction to navigation, and to completing the improvement, and the additional appropriation recommended is to be applied to maintenance. The maximum draft that could be carried June 30, 1908, from East River to just beyond the Main Street Railroad Bridge at mean low water is estimated at 6 feet. Mean range of tides, 7.1 feet. The head of navigation is 1 mile above Strong's causeway. The total length of the navigable channel is about 5- miles. The tonnage and value of the commerce of Flushing Bay, mainly in coal, building materials, dyewoods, and miscellaneous merchan- dise, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1897........................ 163,395 $1,449,438 1904........ ................. 142,996 $2,599,488 ]99........................ 158,755 1,534,937 1905....................-.. 142,274 2,656,650 1901......................... 200,473 4,196,406 1906 .................... 273, 312 3,937,441 1902......................... 186,000 1,613, 100 1907 ............ ........ 232,911 2,537,825 1903......................... 110,100 960,750 This work has facilitated transportation, but no appreciable effect on freight rates has been ascertained. For detailed descriptiofi of improvement, see Report of the Chief of Engineers for 1897, page 1106. A map is printed in the Report of the Chief of Engineers for 1903, page 868. RIVER AND HARBOR IMPROVEMENTS. 135 July 1, 1907, balance unexpended ------------------------------ $28, 537.84 June 30, 1908, amount expended during fiscal year: For works of improvement $23, 490. 32 For maintenance of improvement------------------ 2, 237.84 25, 728.16 July 1, 1908, balance unexpended -------------------------------- 2, 809.68 July 1, 1908, outstanding liabilities ------------------------------- 364.24 July 1, 1908, balance available ----------------------------------- 2, 445.44 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (f) Canarsie Bay.-This bay forms the northwest part of Jamaica Bay at Canarsie Landing. The original depth from the landing to Big channel was 4.2 feet and to Island channel 1.3 feet at mean low water. The project for this improvement, adopted June 14, 1880, and subsequently enlarged in 1889 and 1896, provides for the construc- tion of two dikes and dredging between them where necessary to secure a channel 100 to 150 feet wide and 6 feet deep, connecting the steamboat dock at Canarsie with Big channel, Jamaica Bay; also for a channel 4 feet deep and about 50 feet wide, running in a south- westerly direction from Canarsie Landing to Island channel, and for a channel 5 feet deep and 50 feet wide, running in a northeasterly direction to Gophel channel. Estimated cost, $88,000. Up to June 30, 1908, $72,716.16 had been expended on the project; of this amount, $2,843.80 was for maintenance. There was $750 of the original allotment from the appropriation of March 2, 1907, trans- ferred to the allotment for improving harbor at Sag Harbor, N. Y. The work of improvement under the project has been completed. The dredged channels have deteriorated somewhat, and the dikes are in poor condition. The available funds are to be applied to maintenance. The maximum draft that could be carried June 30, 1908, over the shoalest part of the channel at mean low water is estimated at 6 feet in the main channel, 2J feet in the West Branch, and 3 feet in the East Branch. Mean range of tides, 4.7 feet. The total length of navigable channel is about 1 mile. The head of navigation is at Canarsie Landing. The tonnage and value of the commerce of this improvement, mainly in building materials, fertilizers, fish, and coal, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1896........................ 50,000 $427, 375 1905 ....................... 95,460 $1,714,022 1101 ........................ 450,000 2,000,000 1907....................... 127,515 413,784 1904........................ 124, 594 1,861,008 a See consolidated money statement on page 137. 186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce in Jamaica Bay was greatly benefited by this im- provement. Transportation has been developed, but no reduction of freight rates has been ascertained. Pending action by Congress upon a plan for improvement of Jamaica Bay, to be submitted in compliance with river and harbor act of March 2, 1907, it is recommended that no appropriation be made for improvement or maintenance of the channel of Canarsie Bay, which bay opens into Jamaica Bay. Details as to this improvement may be found in Report of the Chief of Engineers for 1897, page 1114. A sketch of Canarsie Bay is printed in Report of the Chief of Engineers for 1904, page 1026. July 1, 1907, balance unexpended --------------------------------- $3, 934.28 Transferred to Sag Harbor -------------------------------------- 750.00 3, 184.28 June 30, 1908, amount expended during fiscal year for maintenance of improvement --------------------------------------- 150.44 _ July 1, 1908, balance unexpended ------------------------- 3, 3033.84 (g) Sag Harbor.-Thisharbor lies on the northern shore of Long Island, about 24 miles west of Montauk Point. It is a small bay, sheltered by Long Island on the south and west, and partly by Shelter Island on the north, and is open to the northeasterly storms. The project adopted June 13, 1902, consists in constructing a break- water 3,180 feet long from Conklin Point, at an estimated cost of $71,000. The breakwater has been completed; the total expenditure on the project up to June 30, 1908, amounts to $61,946, all for improvement. There was received $2,296 on the bond of a failing contractor, and a transfer of funds from allotments under the appropriation of March 2, 1907, was made as follows: From the allotment for improving harbor at Mattituck, N. Y., $2,900; from the allotment for improving harbor at Canarsie Bay, $750. The maximum draft that can be carried, June 30, 1908, through the harbor up to the wharves is about 12 feet at mean low water. The mean range of tide is 2.5 feet. The head of navigation is located in Sag Harbor Cove, about 1 mile above the town wharves. The total length of navigable channel from these wharves to the deep water of Gardiners Bay is about 5 miles. The breakwater affords protection to an area approximately one-half mile long by three-eighths of a mile wide. The tonnage and value of the commerce of this harbor, mainly in general merchandise, fruits, and farm produce, as obtained from the best available information, are as follows: Year. Tons. value. Year. Tons. Value. 1904.................. .... 3, 454 $187, 015 1906 ........................ 19, 041 $237, 275 1905.........................18, 771 401,989 1907............ ......... 41,142 960, 950 While the breakwater will afford shelter for vessels, it is not ex- pected to affect freight rates. For detailed report see Report of the Chief of Engineers for 1900, page 1451. A sketch of the harbor is printed in the Report of the Chief of Engineers for 1903, page 870. RIVER AND HARBOR IMPROVEMENTS. 137 July 1, 1907, balance unexpended ------------------------------- $26, 907.19 Transferred from Port Jefferson and Canarsie Bay... $4, 250.00 Transferred to Port Jefferson ------------------------- 600.00 3, 650.00 30, 557.19 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------- 30, 557.19 CONSOLIDATED. July 1, 1907, balance unexpended _...... $133, 349. 18 Received from sales --------------------------------------------- 2.85 133, 352. 03 June 30, 1908, amount expended during fiscal year: For works of improvement $66, 975.67 For maintenance of improvement ------------------ 6,009.68 72, 985. 35 July 1, 1908, balance unexpended ------------------------------- 60, 366.68 July 1, 1908, outstanding liabilities ------------------- 6, 096. 43 July 1, 1908, balance available ---------------------------------- 54, 270.25 July 1, 1908, amount covered by uncompleted contracts ------------ 41, 976.51 Amount (estimated) required for completion of existing project .. 146, 716.29 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908------------------------ 31, 143.00 Submitted in compliance with requ'irements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 6.) 7. East River and Hell Gate, New York.-East River, a tidal strait separating New York City from Long Island, extends from the Bat- tery to Throgs Neck, a distance of about 16 miles. In its original condition it was obstructed by rocks and reefs, especially in the part known as Hell Gate. The improvement of this waterway was commenced in 1852, under a project prepared in 1848, which contemplated the removal of rocks at Hell Gate and Diamond reef. The amount expended under this project was $33,861.59. The existing project for improvement, adopted in 1868 and modi- fied in 1870, 1874, 1884, 1889, 1891, and 1899, provides for the removal of rocky obstructions from the channel between the Battery and Baretto Point to depths varying from 18 to 26 feet, and for the con- struction of sea walls and dikes where necessary to guide the tidal currents. The cost of the work was estimated at $5,639,120. This is the estimated cost for removal of reefs and rocks only at Hell Gate, Diamond and Coenties reefs, and Man-o'-War rock. But from time to time other obstructions have been removed with the approval of higher authority, though no addition has been made to the estimated cost of the project. The locations of these obstruc- tions are reported below. To these works should be added the con- struction of a crib between Great and Little Mill rocks, and the dredging of channels connecting the main channel with the posts of Davids Island and Fort Totten. The cost of this extra work, extend- ing over a period of twenty-seven years, is $575,416. The amount required to complete the project is therefore increased in this report 138 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. by that amount, less $335,466, not required under the estimate for removing Man-o'-War rock, or a net increase of $239,950. Up to June 30, 1908, $4,800,214.76 had been expended; of this amount $4,224,700.74 had been expended on the present project for improvement; $98.02 was for maintenance, and the balance, $575,416, on the works above enumerated not included in the original project. There was received from sales of condemned property $1,335.75. About 75 per cent of the work proposed under the present project has been completed and has resulted in the removal to the contem- plated depths of Diamond reef off Governors Island; Coenties reef, off Coenties slip; Third street reef; Pilgrim rock, off Twentieth street; Charlotte rock, off Hunters Point; Man-o'-War rock; off Thirty-ninth street; Hallets Point, Ways reef, Shell Drake, and Scaly rock, in Hell Gate; North Brother Island reef; reef off Barretto Point; and in the partial removal of the following: Least Least Least Localities. original present proposed depth. depth. depth. Feet. Feet. Feet. Battery reef ...... .......................................... 12.8 12.8to26+4- 26 Reef off South Ferry slips ... ................................... 17.0 19 to 26+ 26 Shell reef off Tenth to Nineteenth streets............................ 7.5 13 18 Ferry reef off Thirty-fourth street................................... 7 24 26 Middle reef (including Flood Rock, Gridiron, Hen and Chickens, and Negro Heads)................................................. + 6 18.3 26 Frying Pan reef ..................................................... 11 18 26 Potreck ............................................................. 20 22.8 26 HeelTap......................................................... 12.1 20.5 26 The available funds and additional appropriation recommended are to be applied to making a resurvey of such part of the present project as may be necessary, including any ledge or ledges of rock near to the westerly shore, in completing the removal of Pot rock, and Frying Pan reef, nearly all of Middle reef, and in removing parts of obstructions above enumerated as not completed. The maximum draft that could be carried at mean low water June 30, 1907, through the min channel from the Battery to Long Island Sound is estimated at 26 feet. The length of this waterway is about 16 miles. The range of tide south of Hell Gate is from 44 to 5 feet, and east of it from 5 to 7 feet. The traffic in East River is very great, and is intimately connected with that of New York Harbor proper. It is impracticable to show what proportion belongs to East River, especially as the heaviest coastwise traffic is carried on in vessels which do not enter or clear at the custom-house. The improvement of the river has been of great benefit to naviga- tion, but since most of the freight carried by the vessels using it is not local its effect on freight rates can not be determined. Attention is invited to the report of the district engineer relative to the desirability of removing obstructions in the channel between South Brother Island and Lawrence Point and of increasing the present depth of about 18 feet over Middle Ground to 26 feet; and to providing a channel of 26 feet between North and South Brother islands. An estimate of the cost of the latter accompanies his report on an examination and survey authorized by the river and harbor act of March 2, 1907, which will be duly submitted. These sug- gested improvements are deemed worthy of consideration. RIVER AND HARBOR IMPROVEMENTS. , 139 Detailed description of this improvement is printed in the Reports of the Chief of Engineers far 1868, page 741; for 1874, Part 2, page 164, and for 1897, page 1026. July 1, 1907, balance unexpended --------------------------- $402, 881. 10 Receipts from sales------------------------------------------- 1.50 402, 882. 60 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 18, 420.16 July 1, 1908, balance unexpended --------------------------- 384, 462.44 July 1, 1908, outstanding liabilities --------------------------- 414.83 July 1, 1908, balance available- 384, 047.61 July 1, 1908, amount covered by uncompleted contracts ------ 229, 856.92 Amount (estimated) required for completion of existing project- 1, 031, 292. 57 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unexpended July 1, 1908 ------------------------------- 300,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E 7.) 8. Harlem River, New York.e-The Harlem River and Spuyten Duyvil Creek, both included in the improvement, are two waterways of a joint length of about 8 miles which join at Kingsbridge, N. Y., and separate Manhattan Island from the mainland. The narrow channel at their junction was obstructed by a ledge of rocks awash at low tide. Before improvement the Harlem River had an available depth of 10 feet at mean low water from the East River to Morris dock, except at Highbridge, where it was only 6 feet deep. From Morris dock to Fordham Landing there was a crooked channel 7 feet deep, and above the latter place the river could be used only by the smallest class of vessels. Spuyten Duyvil Creek, from Kingsbridge to the Hudson, had a depth of 4 feet. The original project for improvement, adopted in 1874, provided for the removal of old bridge piers, Candle Factory reef, and bowl- ders at various places near the East River to a depth of 12 feet, the cost of the work being estimated at $167,875.56. In furtherance of this project $21,000 was expended. The existing project, adopted June 18, 1878, and modified October 7, 1886, provides for a continuous channel 400 feet wide and 15 feet deep from the East River to the Hudson River, except about 1,300 feet north of Highbridge, where the width was made 354 feet, and at the rock cut through Dyckmans Meadow, where the width was reduced to 350 feet 'and the depth increased to 18 feet. Estimated cost, $2,700,000. On June 30, 1908, $1,446,543.13 had been expended on the present project, all for improvement. There was received on account of re- imbursements $41.17, and from the sale of maps $1.60. About 53 per cent of the work proposed under the present project has been com- pleted, and there is now a channel from Hell Gate to Macombs Dam Bridge 15 feet deep at mean low water and 100 to 400 feet wide, ex- cept in the vicinity of some of the bridges where more or less shoal- ing has occurred. From Macombs Dam Bridge to the Hudson River 140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. a channel 15 feet deep at mean low water and 150 feet wide has been dredged, but it is probable this channel has been narrowed some- what by the filling in of material from the sides. The rock cut through Dyckmans Meadow has been completed. The available funds and additional appropriation recommended are to be applied to continuing the improvement at and east of Macombs Dam Bridge. The maximum draft that could be carried June 30, 1908, through the channel from East River to Hudson River at mean low water is estimated at 15 feet. The range of tides in Harlem River as de- termined in 1907 is as follows: At Mill Rock, 5 feet; Willis Avenue Bridge, 5.1 feet; Macombs Dam Bridge, 4.7 feet; Broadway Bridge, 3.8 feet; Spuyten Duyvil Bridge, 3.7 feet. The total length of water way is about 8 miles. The tonnage and value of the commerce of this river, which is general in character, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1895.....................7,6533,594 $203,707,376 1905 ................. 9,998,021 $270,210,309 1903 ................... 6,910,386 282,186,100 190 ................ 11.385,649 (?)104,359,757 1904................. . 9,130,763 231,384,004 1907 .......... ...... a12,385, 507L 313,380,743 a Of this 4,843,450 tons are handled by the New York, New Haven and Hartford Rail- road Company over the most easterly 1A miles of the Harlem River. The principal benefit derived from the improvement has been in the way of increased facilities for handling shipments, which make a material saving in the cost of transportation. Detailed description of this improvement is printed in Reports of the Chief of Engineers for 1887, page 665, and 1897, page 1019. July 1, 1907, balance unexpended ------------------------------- $147, 455. 74 Receipts from sales and reimbursements ------------------------ 42. 77 147, 498. 51 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 48, 998. 87 July 1, 1908, balance unexpended ------------------------------ 98, 499. 64 July 1, 1908, outstanding liabilities ------------------------ 1, 1245.99 July 1, 1908, balance available --------------------------------- 97, 253.65 Amount (estimated) required for completion of existing project- 1, 155, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------ 300, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E 8.) 9. Newtown Creek, New York.-This creek, an inlet of the East River, extending inland between Kings and Queens counties, N. Y., for a distance of about 4 miles, had a natural depth varying from 121 feet at the mouth to 4 feet at the head of navigation. The original project, adopted in 1880 and modified in 1884, pro- vided for a channel 240 feet wide and 21 feet deep from the mouth to the Vernon Avenue Bridge; thence to the head of navigation on both BIVER AND HARBOR IMPROVEMENTS. 141 branches or channels decreasing from 175 to 100 feet in width and from 18 to 10 feet in depth. The cost of the work was estimated at $255,500. In carrying out this project $197,500 was expended. The existing project, adopted June 3, 1896, is to secure a uniform channel, 125 feet wide and 18 feet deep, from the East River to the head of navigation at Metropolitan avenue, at an estimated cost of $450,000. This estimate was subsequently reduced to $213,000. Up to June 30 1908, $218,571.46 had been expended on the project. Of this amount $19,962 was for maintenance. About 93 per cent of the work proposed under the present project has been completed, resulting in a channel of the projected width and depth, with the exception of some widening at the entrance and the removal of bowlders near the mouth of the creek. The dredged channel has deteriorated to a considerable extent. The available funds and additional appropriation recommended are to be applied to completing the improvement and to maintenance. The maximum draft that could be carried over the shoalest part of the channel June 30, 1908, at mean low water, is estimated at 17 feet. The mean range of tides is about 41 feet. The total length of navi- gable channels is about 4 miles. The head of navigation in both branches is at the Metropolitan Avenue bridges. The tonnage and value of the commerce of this creek, mainly in coal, building materials, oil, and general merchandise, as obtained froi the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 2,675,025 1903..................... $90,535,640 1906................. 2,803,380 $214,714,751 1904.................... 3,771,726 108,313,377 1907.................... 3,108,374 175,229,346 1905.....................3,428,404 130,812,974 The increased depth resulting from this improvement has greatly benefited commerce. Freight rates have been reported as greatly reduced by this im- provement. It is difficult if not impracticable to ascertain details; but the large and valuable commerce of this water is the best index to the effect of the improvement. Detailed descriptions of this improvement are printed in the Re- ports of the Chief of Engineers for 1896, page 760, and 1900, page 1411. A sketch of the locality is printed in Report of the Chief of Engineers for 1904, page 1034. July 1, 1907, balance unexpended ------------------------------- $20, 034.21 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 205.67 July 1, 1908, balance unexpended -------------------------------- 19, 828.54 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908_ ------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 9.) 10. Browns Creek, New York.-This is a narrow stream which empties into Great South Bay, Long Island, near Browns Point. It 142 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVIY. had originally a depth of from 1 to 3 feet at low water, a bar at the mouth having less than 1 foot. The project for improvement, adopted September 19, 1890, pro- vides for a channel 100 feet wide and 4 feet deep, to extend from deep water in the bay up to Sayville highway bridge, and to be protected at the entrance by jetties on both sides. Estimated cost, $46,000. Up to June 30, 1908, $31,204.83 had been expended on the project, of which amount $6,204.83 was for maintenance. About 54 per cent of the work proposed under the project has been completed, resulting in the building of two jetties at the entrance and in the dredging of a channel 100 feet wide and 4 feet deep at mean low water for a distance of 3,200 feet from the entrance. Because of shoaling this dredged channel was redredged in 1905 to 4 feet depth at mean low water for a distance of about 1,200 feet from the end of the jetties. There is now an available channel about 100 feet wide and 3 to 4 feet deep at mean low water for a distance of 3,200 feet from the entrance. Above this the channel remains in its original condition. The west jetty is 492 feet long and the east jetty 438 feet long, both with top width of 3 feet at 1 foot above high water, and both partly covered at the shore end by accretion. They are in bad condition. The available funds and additional appropriation recommended are to be applied to maintenance. The maximum -draft that could be carried over the shoalest part of the dredged channel at mean low water June 30, 1908, is estimated at 3 feet; mean range of tides, 1 foot. The head of navigation is at the Sayville highway bridge, about 11 miles from the mouth. Because of rapid deterioration, due mainly to the inflow of mud from the marshes bounding the channel, $6,204.83 has already been expended in redredging, and the jetties, built only to about one-third of their projected lengths, are in a very bad condition. The total cost of completing the project will be much greater than the original estimate, and if the channel, which is now only 3,200 feet long and requires redredging, is extended upstream, the expenditure for maintenance will increase proportionately. Considering the limited number of vessels using this creek for transportation purposes, the cost of improving and maintaining the entire length of the creek to Sayville, and completing the break- waters as projected, would be out of proportion to the benefits to be derived therefrom. It is therefore recommended that future appro- priations be made, not for extending the improvement, but only for maintaining the present dredged channel. The tonnage and value of the commerce of this creek, mainly in coal, building materials, and fish, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1898..... .................... 10, 700 $213,800 1904 ..................... 24,000 $807, 075 1899 ........................ 11,642 251,350 1905 ........................ 51,675 1,811,195 1901......................... 17,025 454,500 1906 ........................ 29,675 983,880 1902 ........................ 17,630 299,300 1907 ........................ 34, 975 1,043,865 1903........................ 20,880 609,450 RIVER AND HARBOR IMPROVEMENTS. 143 So far the improvement has resulted in providing a harbor for fishing boats, and has had no appreciable effect on freight rates. Details in reference to this work appear in Reports of the Chief of Engineers for 1897, page 1111, and for 1900, page 1417. A sketch of the creek is printed in Report of the Chief of Engineers for 1894, page 710. July 1, 1907, balance unexpended---------------- ------------ $5, 00. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ........... 204. 83 July 1, 1908, balance unexpended---------------------4, 795.17 Amount (estimated) required for completion of existing project -- 16, 204.83 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------- 3, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 10.) 11. Great South Bay, New York.-The first project, adopted Sep- tember 19, 1890, provided for the improvement of the Patchogue River, a small inlet extending from Great South Bay, Long Island, to the village of Patchogue. This stream had, before improvement, a depth of 2 feet. The project provided for a channel about 5,000 feet long, 60 feet wide, and 6 feet deep, to be protected at its mouth against westerly storms by a jetty 1,700 feet long. Estimated cost, $40,000. On June 30, 1902, there had been expended on this work $40,000, and the project was completed. The present project, adopted June 13, 1902, provides for dredging a channel from Fire Island Inlet, which connects Great South Bay with the ocean, to Patchogue, on Patchogue River. From the inlet to the central basin in Great South Bay the channel is to be 10 feet deep at mean low water and 200 feet wide. From the central basin to Patchogue the channel is to be 8 feet deep and 100 feet wide at mean low water. Estimated cost, $66,000, and $2,000 annually for maintenance. Up to June 30, 1908, $65,983.21 had been expended on the project, of which amount $6,162.39 was for maintenance. There was re- ceived from the sale of maps $1.45. About 91 per cent of the work contemplated under the present project has been completed, resulting in a channel 200 feet wide and 10 feet deep at mean low water in the bay, except at bars "A" and " B; " and in the completion of a chan- nel 100 feet wide and 8 feet deep at mean low water in the river. Considerable shoaling has occurred in the latter. The appropriation of March 2, 1907, and the additional appro- priation recommended are to be applied to continuing the improve- ment, and to maintaining the Patchogue River channel. The work of improvement in Great South Bay was stopped by injunction De- cember 12, 1903, and again November 8, 1906. The injunction finally having been dissolved, the contractor was notified February 19, 1908, to resume work but has failed to do so. The balance in hand from the 144 BEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. appropriation of March 3, 1905, has been reserved for continuing the improvement. The maximum draft that could be carried June 30, 1908, over the shoalest part of the channel from Fire Island Inlet to central basin was 8.5 feet and in Patchogue River 5 feet. Mean range of tides, 1 foot. The head of navigation in Patchogue River is at a fixed bridge at Division street, Patchogue. The total length of navigable channel from Fire Island Inlet to Patchogue is about 171 miles and to Belleport 22 miles. The tonnage and value of the commerce of this locality, mainly in coal, lumber, and fish, as obtained from the best available informa- tion, are as follows: Year. Tons. Value. Year. Tons. Value. 1898........................ 255,200 $3, 702,000 1903 ....................... 258,500 $3, 995,000 1899....................... 266,800 3,808,500 1904....................... 257,879 4,037,130 1900 ........................ 274,100 3,919,000 1905........................ 224,526 3,871,850 1901.........................281,300 4,025,000 1906 ... ............ 232,500 4,014,000 257,5004,000,000 1902......................... 1907 224,108 ........................ 3,903,723 The effect of the work has been rather to facilitate commerce than to reduce freight rates.- No reduction in these has been ascertained. For details as to improvement see Patchogue River, Reports of the Chief of Engineers for 1897, page 1108; for 1901, page 1249, and for 1903, page 134. A sketch is printed in Report of the Chief of Engi- neers for 1903, page 876. July 1, 1907, balance unexpended ----------------------------- $4, 352.92 Receipts from sales 1. 45 4, 354. 37 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------- 336. 13 July 1, 1908, balance unexpended ------------------------------ 4, 018.24 July 1, 1908, outstanding liabilities ----------------------- 549. 70 July 1, 1908, balance available -------------------------------- 3, 468. 54 July 1, 1908, amount covered by uncompleted contracts ------------ 1, 503.03 Amount (estimated) required for completion of existing project -- 2, 162.39 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ---------------------- 4, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 11.) 12. Hudson River, New York.-The portion of this river which is now under improvement is the stretch beginning at the State dam at Troy and extending downstream to Coxsackie, a distance of 28 miles. In its natural condition the channel was narrow and crooked, with a navigable depth of 4 feet between the State dam and Albany, of 71 feet between Albany and New Baltimore, of 11 feet between New Baltimore and Coxsackie, and of 12 feet or more below Coxsackie. The original project for improvement, adopted in 1834, modified in 1852 and again m 1866, had for its object the securing of a navi- gable channel of sufficient width and 9 feet deep between Troy and RIVER AND HARBOR IMPROVEMENTS. 145 Albany, and 11 feet deep between Albany and New Baltimore. In carrying out this work $1,667,938 was expended. The existing project, adopted July 13, 1892, and modified March 3, 1899, provides for a 12-foot channel 150 feet wide from the State dam to the foot of Jacob street, Troy; thence gradually increasing in width to 400 feet at the foot of.Broadway, Troy; thence 400 feet wide to Coxsackie. This work was estimated to cost $4,343,863. The act of March 3, 1905, authorizes the expenditure, in the discretion of the Secretary of War, of $85,000 of the amount appropriated by that act for improving Hudson River, for the removal of Stonehouse bar, opposite New Baltimore. Twenty thousand seven hundred and one dollars and nine cents has been expended on this work. The same act authorized the expenditure of not exceeding $10,000 in providing a channel for access to the harbor of Tarrytown, all of which amount has been expended under this authority. The act of March 2, 1907, authorized the expenditure of $5,000 in removing the bar and deep- ening the channel at the mouth of Schodack Creek. Under this au- thority $4,432.37 was expended. On June 30, 1908, $3,560,252.58 had been expended; of this amount $3,525,119.12 had been expended on the present project, of which $279,186.90 was for maintenance; and the balance, $35,133.46, on the works above enumerated not included in the project. There was received from sales of maps $52; from repayments $5.61; from reim- bursements on account of removal of obstructions from the channel, $78.10. About 75 per cent of the work proposed under the present project has been completed, resulting in a maximum depth at mean low water of a navigable channel with a width of not less than 100 feet, of 11 feet, from Coxsackie to the Delaware and Hudson Company's bridge at Troy, N. Y., except at the New York Central and Hudson River Railroad Company's freight bridge at Albany, where the channel through the draw spans is contracted to a maximum of 90 feet, and over the Bath cross-over, where there is only 10 feet depth for a width of 200 feet; a depth 10.5 feet and width of 100 feet from the Delaware and Hudson Company's bridge to within 900 feet of the sloop lock at the State dam, and 4.5 feet over the miter sill of the sloop lock. The range of the tides in seasons of moderate rain varies from 2.55 feet at the State dam, 2.89 feet at Broadway, Troy, 2.84 feet at Al- bany, to 3.69 feet at Coxsackie, being an increase in elevation of high water of about 0.5 foot at Albany and at the foot of Broadway, Troy. The head of navigation for the tidal portion of the river is at the State dam, 153 miles from the Battery in New York City. The total length of navigable channel under improvement is 28 miles. For results of previous tidal observations, reference is made to the Reports of the Chief of Engineers for 1897, page 998, and 1900, page 1490. The commerce within the limits of the improvement, mainly in general merchandise, farm products, building material, fuel, and ice, amounted to 3,325,360 tons, valued at $75,664,748 in 1906, and to 2,881,168 tons, valued at $66,853,731 in 1907. The effect of the improvement has probably been to reduce freight rates. 57101--- G 1908----10 146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The available funds and additional appropriation recommended are to be applied to continuing the improvement and to maintenance. July 1, 1907, balance unexpended ---- ----------------------- $303, 243. 69 Receipts from sales, reimbursements, and repayments ------------- 116. 56 303, 360.25 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $98, 484. 01 For maintenance of improvement ---------------- 8,186. 55 106, 670. 56 July 1, 1908, balance unexpended .... --------------------------- 196, 689.69 July 1, 1908, outstanding liabilities_ --------------------------- 19, 324.07 July 1, 1908, balance available---....-- ------------------------ 177, 365.62 July 1, 1908, amount covered by uncompleted contracts 131, 373.32 .----------- Amount (estimated) required for completion of existing project -901, 376.80 I Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 470,000.00 .-------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 12.) 13. Saugerties Harbor,New York.-Saugerties Harbor is the name applied to the mouth of Esopus Creek, which empties into the Hudson River from the west, about 100 miles above New York City, which creek is navigable at high water for a distance of about 6,000 feet from deep water in the Hudson River. Above the steamboat land- ing, which is a distance of about 4,500 feet from deep water, there is little traffic. The original depth over the bar was 3 feet at mean low water, which had been increased to 7 feet by dredging done by the State of New York in 1885-86. The original project, which contemplated securing a permanent channel 7 feet deep at mean low water and 100 feet wide, at an esti- mated cost of $52,000, was adopted in 1884, modified in 1887, and completed in 1892, with an expenditure of $42,000. To June 30, 1902, $15,000 had been expended for maintenance. The existing project, which contemplates a channel 12 feet deep at mean low water and 200 feet wide from the channel of the Hudson River to the steamboat landing, at an estimated cost of $44,685, with an annual expenditure of $2,500 for maintenance, was adopted June 13, 1902. The river and harbor act of March 3, 1905, authorizes the Chief of Engineers, upon application, to permit the extension of the channel from the point at which the present project terminates up to a point 600 feet below the dam in Esopus Creek, provided the plan of im- provement is first submitted to and approved by him and that no part of the appropriation made by said act shall be expended therefor. Up to June 30, 1908, $31,859.23 had been expendedaon the present project; of this amount $19,064.99 was for maintenance. There was received from the sale of maps $1.10. About 25 per cent of the work proposed under the present project has been completed, resulting in straightening the navigable channel of 12 feet depth where Barclays Point reef has been removed, and a fair channel from the mouth of the harbor to the steamboat landing. RIVER AND HARBOR IMPROVEMENTS. 147 The expenditure for maintenance is mainly due to restoring the channel above the reef, where, owing to the breaking of the dam a short distance above the head of navigation in the summer of 1902 and the consequent release of a large quantity of mud and silt re- tained by it, the channel had been reduced in width and depth so as to be practically closed to the navigation of large boats, and the relief to navigation along the wharves on the north side of the chan- nel, where extensive shoaling had taken place, apparently as the result of the removal of the rock off Barclays Point. The available funds, and additional appropriation recommended are to be applied to continuing the improvement, and to maintenance. The maximum draft at mean low water that could be carried June 30, 1907, is estimated at 10 feet, for a minimum width of 50 feet. The mean rise and fall of tides is about 4 feet. The head of naviga- tion is at a point about 1,600 feet below the dam. The total length of navigable channel is about 11 miles. The tonnage and the value of the commerce of this harbor, mainly in building materials, manufactures, fuel, and general merchandise, as obtained from the best available information, are as follows: Year. Tons. Value. Year, Tons. Value. 1901 ....................... 67,473 81,600 1905...................... $1,598,000 1902 ................... 66,500. 6,906 .... 83,300 ...................... 1,606,200 1903...................... 112,677 .............. 1907 .................... 95,400 1,873,000 1904....................... 113,200 $18,832,195(?) The effect of the improvement, according to the best information available, is to reduce freight rates during the season of navigation. Details in reference to this work appear in Reports of the Chief of Engineers for 1895, page 910, and 1900, page 1518. A sketch is printed in Report of the Chief of Engineers for 1904, page 1046. July 1, 1907, balance unexpended --------------------------- $20,440.61 Receipts from sales -------------------------------------- 1.10 20, 441.71 June 30, 1908, amount expended during fiscal year, for works of im- provement --- -- ------------- ------------------- 4, 299.84 July 1, 1908, balance unexpended -- -------------------------- 16, 141.87 July 1, 1908, outstanding liabilities ---------------------------- 819.80 July 1, 1908, balance available ----------------------------- ........ 15, 322.07 July 1, 1908, amount covered by uncompleted contracts ---------- 11, 827. 84 Amount (estimated) required for completion of existing project-.... 15, 749. 99 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 --------------------- 20, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 13.) 14. Harbors at Rondout and Peeeskill, N. Y.-(a) Rondout Har- bor.-This harbor is at the mouth of Rondout Creek, which empties into the Hudson River on its west shore, 90 miles above New York 148 BEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. City. The creek, which is navigable to Eddyville, 3 miles from its mouth, was the most easterly section of the Delaware and Hudson Canal until that waterway was abandoned several years ago. The original depth before the improvement was begun, which was the result of work of private parties, was 7 feet at mean low water. The original project, which contemplated securing a channel 14 feet deep at mean low water and 100 feet wide, at an estimated cost of $172,500, was adopted June 10, 1872, and was completed in 1880 at a total cost of $90,000. Since then the expenditure has been for maintenance. Up to June 30, 1908, $132,461.27 had been expended on the proj- ect. Of this amount $42,461.27 was for maintenance since 1880. The result of the above expenditure is a channel 131 feet deep at mean low water and not less than 80 feet wide. The available funds and additional appropriation recommended are to be applied to maintenance. The maximum draft that could be carried through the channel June 30, 1908, was 131 feet at mean low water, with a least width of channel of about 80 feet. The mean rise and fall of tides is 4 feet. The head of navigation is at Eddyville. The total length of navi- gable channel is 3 miles. The effect of the improvement has probably been to keep the freight rates down during the season of navigation. The tonnage and value of the commerce of this harbor, mainly in general merchandise, building materials, fuel, and ice, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1904 .................... 1,469, 000 $41, 065, 000 1906 .................. 998, 524 $5, 640, 9C0 1905..................... 1, 325,000 46,112,600 1907 ................ . 1, 255, 000 5, 025, 000 Detailed description of this improvement is printed in Reports of the Chief of Engineers for 1880, page 494, and for 1895, page 913. A sketch of the harbor is printed in Report of the Chief of Engineers for 1903, page 1884. July 1, 1907, balance unexpended --------------------------- $12, 123. 42 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------- ---------------------------- 1, 284. 69 July 1, 1908, balance unexpended----........------- ----------------- 10, 838. 73 July 1, 1908, outstanding liabilities2---------------------------2, 169. 51 July 1, 1908, balance available ------------------------------- 8, 669.22 July 1, 1908, amount covered by uncompleted contracts ----------- 4, 750.41 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the balance unexpended July 1, 1908 (a) .------------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. 6 See consolidated money statement on page 150. RIVER A)NTD HARBOR IMPROVEMENTS. 149 (b) Peekskill Harbor.-This harbor is an indentation on the east- ern shore of the Hudson River, about 46 miles above New York City, and was a flat, about 3,500 feet wide, extending from the shore to the deep-water channel of the Hudson River, with a depth of water over it of about 5 feet at mean low water, except near the shore, where it was about 6 feet deep. The original project for improvement, which provided for a dredged channel 10 feet deep at mean low water, and 100 feet wide from deep water in the Hudson River north of the village to deep water south of it, following generally the contour of the shore, at an estimated cost of $50,000, was adopted June 3, 1896, and was com- pleted in 1899, at a cost of $19,400. Up to June 30, 1908, $28,214.52 had been expended on the project; of this amount $8,814.52 was for maintenance. The channel was restored to its projected depth and width in 1907. It is probable some shoaling has occurred since then. The available balance and the additional appropriation recom- mended are to be applied to maintenance. The maximum draft that could be carried through the channel June 30, 1908, at mean low water is probably less than 10 feet. Mean range of tides about 3 feet. The total length of channel is 1- miles. The tonnage and value of the commerce of this harbor, mainly in general merchandise, building material, and fuel, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1904................ 81,265 $3,751,985 1906.....................88,500 $659,864 1905.....................74,546 1,134,748 1907.107,963 733,766 The effect of the improvement during the season of navigation is to lower freight rates. Detailed description of this improvement is printed in Report of the Chief of Engineers for 1895, page 999, and for 1897, page 1016. A sketch of the harbor is printed in Report of the Chief of Engi- neers for 1903, page 885. July 1, 1907, balance unexpended--------------------------------$3, 312.28 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------ 3,026.80 July 1, 1908, balance unexpended--------------------------- 285.48 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 (a) .----------------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. *See consolidated money statement on page 150. 150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $15, 435.70 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 4, 311.49 July 1, 1908, balance unexpended ----------------------------- 11, 124.21 July 1, 1908, outstanding liabilities ---------------------------- 2, 2169.51 July 1, 1908, balance available -------------------------------- . 8, 954.70 July 1, 1908, amount covered by uncompleted contracts ------------ 4, 750.41 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 .--------------------------------- 6 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 14.) 15. Wappinger Creek, New York.-Wappinger Creek is a small stream, which empties into the Hudson River from the east about one-half mile below the village of New Hamburg, N. Y.; it is naviga- ble from its mouth for a distance of about 2 miles to the works of the Dutchess Company, which are located just below the falls and at the head of navigation. The entrance to the creek is through a draw- bridge over which passes the New York Central and Hudson River Railroad, with one opening of 26 feet clearance and about 4 feet clear head room at mean low water under fixed spans. The original depth in the channel did not exceed 6 feet, and the width varied from 25 to 75 feet. The original project for improvement, which contemplated a chan- nel 8 feet deep at mean low water and 80 feet wide, at an estimated cost of $13,000, was adopted September 19, 1890, and was completed April 30, 1892.,. Up to June 30, 1908, $17,500 had been expended on the project; of this amount, $4,500 was for maintenance. The result of the expenditure has been to dredge a channel 8 feet deep at mean low water, and 80 feet wide; but this channel has shoaled to such an extent that the width has been reduced in places to about 30 feet and the depth to 7 feet or less. The available funds and additional appropriation recommended are to be applied to maintenance. The greatest draft that can be carried, June 30, 1908, at mean low water, from deep water in the Hudson River to the head of naviga- tion, is estimated at 7 feet or less with a minimum width of channel of 30 feet. The mean rise and fall of tides at the mouth of the creek is about 3.3 feet. The total length of navigable channel is about 2 miles. The tonnage and value of the commerce of this creek, mainly in cotton goods, clothing, building material, and fuel, as obtained from the best available information, are as follows: Year. Tons. Value. Year. Tons. Value. 1904...................... 56, 927 $7, 955, 975 1906 ..................... 46,194 $572 899 1905......................... 49, 562 4, 872, 903 1907 ..................... 44, 493 445 765 RIVER AND HARBOR IMPROVEMENTS. 151 The traffic in the creek is mainly for the benefit of the print works at the head of navigation. Its effect is to reduce the freight rates. Details in reference to this work appear in the Report of the Chief of Engineers for 1893, page 1024. A sketch is printed in the Report of the Chief of Engineers for 1904, page 1051. July 1, 1907, balance unexpended ----------------------------- $3,000.00 July 1, 1908, balance unexpended ----------------------------- 3,000.00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ----------------------------- 3,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 15.) 16. Tarrytown Harbor, Newu York.-This harbor is located on the east shore of Hudson River, about 28 miles above New York City, where the river is several miles wide. The channel is bordered on both sides by extensive flats, that on the east side measuring about three-eighths of a mile from the main wharf to the 12-foot depth in the river. The general depth in the harbor is about 41 feet at mean low water. Two channels, with a depth of about 6 feet, lead up to the main wharf. The plan for improvement adopted by the river and harbor act of March 3, 1905, provides for dredging a channel along the wharf front of the harbor and connecting it north and south with deep water in Hudson River, the said channel to have a depth of 12 feet, with a width of 150 feet along the wharf front and a width of 100 feet in the northerly and southerly connections with the Hudson River. The estimated cost of this work is $26,000, increased in 1907 to $35,491.68, and $1,000 or $2,000 biennially for maintenance. Up to June 30, 1908, $22,014.12 had been expended on this project, all in improvement. About 60 per cent of the work proposed under the project has been completed, resulting in a channel 100 feet wide and 12 feet deep, at mean low water, in the southern arm; 100 feet wide and 10 to 12 feet deep along the wharf front except opposite Husted's dock, where it is only 60 feet wide; 60 feet wide and 12 feet deep for 350 feet in length of the eastern end of the northern arm, and 60 feet wide but of less than 12 feet depth for a farther distance of 100 feet in the northern arm. The available funds and additional appropriation recommended are to be applied to continuing the improvement and to maintenance. The maximum draft that could be carried in the dredged channel June 30, 1908, at mean low water, from deep water in the Hudson River south of Tarrytown to Husted's wharf in Tarrytown, is esti- mated at 12 feet, and from deep water in the Hudson River north of Tarrytown to the same wharf at 6 feet. Mean range of tides is about 3J feet. The total length of projected channel is about 1J miles. The tonnage and value of the commerce of this harbor, mainly in general merchandise, coal, and building materials, as obtained from the best available information, are as follows: 152 REPORT OP TH C-11-EP Or E1GINEEPUS, V. S. ARMY. While the improvement even now is beneficial to commerce, it is not known to have caused any reduction in freight rates. Detailed description of this harbor is printed in Reports of the Chief of Engineers for 1889, page 800, and 1900, page 1520. July 1, 1907, balance unexpended- ----------- ---------------- $16, 000.00 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 12, 014.12 July 1, 1908, balance unexpended ----------------------------- 3, 985. 88 ---------------------------- July 1, 1908, outstanding liabilities__ 1,176. 15 July 1, 1908, balance available--------------------------------2, 809. 73 July 1, 1908, amount covered by uncompleted contracts ------------ 2, 538.46 Amount (estimated) required for completion of existing project .... 9, 491. 68 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908---------------------............12, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E 16.) 17. Coney Island channel, New York Harbor.-This channel lies immediately south of Coney Island, at the southwestern extremity of Long Island, New York, and is one of five channels which cross the bar that separates New York lower bay from the ocean. A channel 500 to 560 feet wide and 14 feet deep at mean low water was dredged in 1900, and in 1905 this channel was redredged to a width of 400 feet. When surveyed in 1906, the least depth on the western of two bars in the channel was about 121 feet at mean low water and about 16 feet on the eastern bar. The present project for improvement, adopted by the river and harbor act of March 2, 1907, provides for dredging a channel 20 feet deep at mean low water and 600 feet wide, with side slopes of 1 on 3 from deep water in the lower bay to deep water in the Atlantic Ocean at an estimated cost of $168,300, and $20,000 annually for maintenance. It is hoped that this channel will diminish the congestion of and danger in the main channels by directing therefrom light-draft steamers and sailing vessels, long tows, and excursion vessels plying between New York and Coney Island or Rockaway Inlet. Up to June 30, 1908, $28,165.64 had been expended on this project, all in improvement. There was received $36.67 on account of repay- ment and $0.33 from the sale of maps. About 16 per cent of the work proposed under the project has been completed, resulting in making a channel through the western bar 20 feet deep at mean low water and about 240 feet wide. The available funds are to be applied to completing the improve- ment. No estimate is submitted for maintenance, as a recent survey strongly indicates that much of the channel dredged last fall has shoaled greatly. The indications are that the annual cost of main- tenance may be as much as $50,000 or $60,000, one-third or more of the estimated cost of dredging the channel. The maximum draft that could be carried over the shoalest part of the channel June 30, 1908, at mean low water is estimated at 12 feet. The mean range of tides is about 4.6 feet. The total length of projected channel is about l miles. RIVER AND HARBOR IMPROVBMENTS. 158 The commercial interests using this channel are those of the city of New York and other cities whose commerce passes Sandy Hook. It is impracticable to state what proportion of this commerce uses Coney Island channel. It is not expected that the dredging of this channel will affect freight rates. The channel is desired principally as a means of free- ing the regular channel from use by tows entering and leaving New York Harbor. A report upon the examination and survey of Coney Island channel and map of the locality are printed in House Document No. 442, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended ------------------------------ $188, 284.95 Receipts from sales and repayment ----------------------------- 37.00 188, 321.95 June 30, 1908, amount expended during fiscal year, for works of improvement 150.59 ,----------------- July 1, 1908, balance unexpended -------------------------- 160,171.36 July 1, 1908, outstanding liabilities --------------------------- 14, 624. 46 July 1, 1908, balance available ----------------------------- 145, 546.90 ......--- July 1, 1908, amount covered by uncompleted contracts------ 113, 496.03 (See Appendix E 17.) 18. Removing sunken vessels or craft obstructing or endangering navigation.- (a) Wreck of ferryboat Paterson in Hudson River, New York.-This wreck was sunk in Hudson River December 29, 1906, about opposite and 1,000 feet distant from pier 47, Manhattan, New York, N. Y. Report was submitted to the department January 18, 1907, and an allotment of $200 for the purpose of making an exami- nation of the sunken boat was made January 22, 1907. Further allot- ments were made February 1, 1907, of $2,500, and April 3, 1907, of $500, for removing the obstruction. The ferryboat was not abandoned by the owners, the Erie Rail- road Company, until January 25, 1907, and for this reason proposals for removing the wreck were not invited until January 26, 1907, bids to be opened January 30, 1907. The contract was dated January 31, 1907, and required the removal to be completed within thirty days. The contractor was delayed by ice, and the time limit was, upon the request of the contractors, waived for this reason. The work of the contractor was examined March 4, 9, 19, and 30 and August 19, 1907, from which it was shown that the required depth over the wreck of 43 feet below mean low water had not been obtained. A total of $1,885.39 had been expended on this work to June 30. 1908. (b) Wreck of canal boat Mamie Doherty in Hudson River, New York.-This boat grounded on the channel bank of Hudson River, off the mouth of Poesten Kill, Troy, N. Y., November 20, 1906, and subsequently broke in two. It was reported to the department April 20, 1907, and an allotment of $1,100 for its removal was made April 24, 1907. The lowest bid received in response to written notice, dated April 9, 1907, was for $950, which was accepted. Removal was completed July 27, 1908, at a cost of $950. 154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (c) WVreck of lighter Hero in Newtown Creek, New York.-The Hero sunk in about 18 feet of water, mean low water, at the junc- tion of Newtown Creek and English Kills, seriously obstructing navi- gation in that vicinity. It was reported to the department on June 24, 1907, and an allotment of $235 for its removal was made June 26, 1907. Proposals for its removal were invited verbally, and the lowest bid received was for $200. Award was made on June 24, 1907, and the wreck was reported removed on June 28, 1907. An inspection made on July 8, 1907, showed that the wreck had been completely removed. The cost of removal was $235. (d) Wreck of canal boat in entrance to Pugleys Creek, north of Classons Point, East River, New York.-This wreck was reported June 10, 1907, by parties desiring to deliver a large quantity of material destined for a point in the creek above the obstruction. Proposals for its removal were invited by written notice dated June 21, 1907, bids to be opened June 26, 1907, all wreckage to be- come the property of the successful bidder. Award was made to the lowest bidder, who proposed to do the work for $594. As it was important to remove the obstruction without unnecessary delay, an allotment of $650 to pay the cost of removal and expenses incidental thereto was requested by telegraph June 26, 1907, and an allotment of this amount was made the same day. Work on the wreck was commenced June 28, 1907, and was com- pleted August 13, 1907, at a cost of $650. (e) Wreck of canal boat D & H No. 3079.-This boat floated from Piermont Pier and sunk in Hudson River, opposite Nyack, N. Y. Removal was completed July 19, 1907, at cost of $315. The cost of removal was subsequently recovered from the owner of the boat and the amount, $315, was deposited to the credit of the United States Treasurer October 29, 1907. (f) Wreck of schooner Deborah T. Hill.-This vessel obstructed navigation in the Harlem River, New York, in the vicinity of a coal dock on Wards Island. In response to verbal request the lowest bidder proposed to remove the wreck for $124. Removal was completed April 20, 1908, at a total cost of $140. (See Appendix E 18.) EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACT APPROVED MARCH 2 1907. Reports on preliminary examinations and survey required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated:, 1. Preliminary examination, with plan and estimate of cost of im- provement of Minisceongo River, New York, with a view to obtain- ing a depth of 7 feet.-Reports dated April 26 and May 21, 1907, re- spectively, are printed in House Document No. 79, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $22,632 is presented. RIVER AND HARBOR IMPROVEMENTS. 155 B. Preliminaryewamination from Peters Neck Point through Long Beach Bay to Horn River, New York.-Report dated August 30, 1907, is printed in House Document No. 447, Sixtieth Congress, first ses- sion. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination of Jamaica Bay, New York, with a view to obtaining a channel 100 feet wide and 6 feet deep to and through Great South Bay to Peconic Bay, including channels to Parsoyage and Sumpawame rivers and Freeport and Massapequa creeks.-Report dated July 17, 1907, is printed in House Document No. 449, Sixtieth Congress, first session. The improvement is not considered worthy of being undertaken by the General Government. 4. Preliminary examination of Hempstead Harbor, New York, with a view to obtaining a depth of 6 feet.-Report dated September 4, 1907, is printed in House Document No. 463, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 5. Preliminaryexamination with plan and estimate of cost of im- provement of shoal off Stuyvesant Harbor, Hudson River, New York.-Reports dated September 24 and October 25, 1907, are printed in House Document No. 491, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States at this time. 6. Preliminaryexamination of channel between Threemile Harbor and Gardiners Bay, New York.-Report dated August 8, 1907, is printed in House Document No. 503, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 7. Preliminary examination and survey of Hudson River, New York, with a view to obtaining a depth of 12 feet from the channel to Upper Nyack and the contiguous towns of Nyack, South Nyack, Grand View, and Piermont, through the pieri to the mouth of Spar- kill River, and east to the main channel.-Reports dated July 16, 1907, and March 31, 1908, respectively, are printed in House Docu- ment No. 959, Sixtieth Congress, first session. The improvement is not considered worthy of being undertaken by the United States. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for in the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. Port Chester Harbor,New York. 2. Echo Bay, New York. 3. East Chester Creek, New York. 4. Jamaica Bay, including entrance to said bay at Rockaway Inlet and those waters having their outlet in Dead Horse Inlet, New York. 5. East River, between North Brother and South Brother islands. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND NEW YORK, NEW YORK, DISTRICT. This district was in the charge of Col. W. L. Marshall, Corps of En- gineers. Division engineer, Col. D. W. Lockwood, Corps of Engineers. 1. New York Harbor,New York.-Before the improvement of the main entrance into New York Harbor was undertaken by the United 156 REPORT OF THE OHIEF OF ENGINEERS, U. S. ARMY. States the least depth in midchannel on the outer bar was 23.7 feet at mean low water and about the same across three other shoals between the bar and deep water in the harbor. A large proportion of the commerce of the port, carried in vessels of greater draft, could cross these shoals only at or near high water. The project for the improvement of Gedney channel was approved by the Secretary of War December, 1884, and extended to cover the whole of the main entrance to the harbor December, 1886. It pro- vided for dredging a channel 1,000 feet wide and 30 feet deep at mean low water from deep water below the Narrows, through Main Ship and Gedney channels to deep water outside the bar. The esti- mated cost was $1,490,000 for dredging 4,300,000 cubic yards. The actual amount dredged to October, 1891, when the work was approxi- mately completed, was 4,875,079 cubic yards. The existing project for maintenance of channels was approved November 15, 1892. The cost of this work varies in different years; it is estimated as averaging about $80,000 annually. Under these projects the amount expended up to June 30, 1908, is $2,146,335.03, of which $628,310.51 has been applied to maintenance of channels in the sixteen years since 1892, when the original project was completed. As a result of these expenditures, channels to the sea have been ob- tained with a depth of 30 feet at mean low water and width of 1,000 feet or over, and have been maintained for the full depth with, as nearly as possible, the full width. During the fiscal year ending June 30, 1908, 351,139 cubic yards of mud and sand has been removed from the west side of Main Ship channel, deepening the shoals which form along the channel edges. In this channel the tide currents run across the course of the channel and wash in and deposit large amounts of silt along the edges, re- quiring continuous work for maintenance. A full depth of 30 feet is maintained in the middle of this channel for a width of 600 to 800 feet. Bayside and Gedney channels, which are farther seaward and more nearly true with the tide currents, require comparatively little dredging to maintain their full depth and width. The length of that part of New York Harbor included in the limits of the project for improvement (from Atlantic Ocean to the Battery, New York City) is 221 miles by way of Sandy Hook, and (June 30, 1908) the channel has a depth of 30 feet or over throughout its entire length. For a length of about 8 miles this depth was made and is Pnaintained under the project. The mean rise of tide is 41 feet. Future appropriations will be applied to the maintenance of these channels. By the terms of the river and harbor act of 1899 a project was adopted for making an entrance to New York Harbor by way of Ambrose channel (formerly known as East channel), to be 2,000 feet wide and 40 feet deep at mean low water. It involves excavation of about 42,500,000 cubic yards of material for a length of 7 miles of channel. The work was authorized to be done under a continuing con- tract at a cost not exceeding $4,000,000. Under act of March 3, 1903, two United States dredges were built to supplement the contract work, which was far behind the required rates. In October, 1906, the contractor abandoned the work, and the river and harbor act of RIVER AND HARBOR IMPROVEMEN TS. 157 1907 authorized the building of two more United States dredges and changed the authorized limit for completion to $5,148,510. The sum of $951,510 is yet to be appropriated under the contract authoriza- tions. The original available depth through this chanel was 16 feet at mean low water, the shoalest part being the outer bar. The channel was used only by towboats, scows, and other light-draft vessels. To July 1, 1908, $3,360,379.06 had been expended under this project in building four dredges and in excavating 32,124,442 cubic yards of sand, mud, and stones. For details of dredge construction see Ap- pendix H 9. During the fiscal year ending June 30, 1908, two United States dredges were continuously engaged upon this work, excavating 5,362,376 cubic yards of sand and mud; two other dredges were com- pleted and began work a few days before the close of the fiscal year, excavating 133,148 cubic yards; a dredge from another district was employed for a few weeks, removing 300,571 cubic yards, and under minor contracts for removing old stone dumps from the channel 10,134 cubic yards of stones mixed with sand was taken out. This channel has now a continuous depth of 35 feet with width of 700 feet or over, and through three-fourths of its length it has already a depth of 40 feet. It is easily navigable at mean low tide for ships of 35 feet draft, and has a maximum possible draft of 38 feet. The project is regarded as about 62 per cent completed. Ambrose channel was buoyed for navigation in September, 1907; regulations were issued by the Secretary of War restricting its use to daylight navigation by ships of 29 feet draft or over, or of 600 feet length or over-ships whose depth or length were not sufficiently ac- commodated by the old channel. It has since been used regularly by ships of the permitted size. Future appropriations will be applied to first making a continuous navigable depth of 40 feet throughout the channel, and subsequently to widening it to the projected width. By the river and harbor act of 1905 the removal of a rock in North River near pier 1 was authorized, and funds were provided by with- drawing $20,000 from the Ambrose channel appropriation, in addi- tion to $25,000 similarly diverted by joint resolution of Congress ap- proved July 1, 1902. A contract has been entered into for the entire removal of the rock to 40 feet depth, at cost of $40,000, the whole area of the rock has been drilled and blasted, and up to the close of the fiscal year 280 cubic yards of rock (about one-fifth of the whole) has been taken out. The amount expended is $818.87. The foreign exports and imports for the port of New York during the year ending June 30, 1907, amounted approximately to 12,317,000 tons, valued at $1,613,110,384, being an increase over the valuation of 1886, before improvement of the entrance was begun, of $772,833,692. The entire cost of the improvement of New York Harbor up to date is less than 1 per cent of the increase in valuation of foreign com- merce alone for this port since the improvement began, and less than one-half of 1 per cent of the present annual value of foreign commerce. No statistics of local and coastwise domestic commerce are kept. It is impossible to estimate the effect of the improvement upon freight rates. During 1907, 152 different ships drawing 27 feet or 158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. more made 708 trips outward and 178 trips inward. Prior to the improvement none of these ships could have crossed the bar to enter or leave the harbor except at extreme high tide or after lightering. Further details of the harbor and improvements are printed in the Annual Report of the Chief of Engineers for 1897, page 1031. A general description of the harbor, of the different channels, of the main entrance, and of the projects for improvement is printed in the Annual Report of the Chief of Engineers for 1901, pages 1285-1287. A map of the harbor is printed in the Annual Report for 1903, page 914. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended --------------------------- $152, 904.20 June 30, 1908, amount expended during fiscal year: Withdrawn by Major Sanford -------------------- $981.00 For maintenance of improvement ---------------- 93, 733.71 94, 714.71 July 1, 1908, balance unexpended---------------------------- 58, 189.49 July 1, 1908, outstanding liabilities --------------------------- 16, 490.00 July 1, 1908, balance available------------------------------41, 699.49 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------- 150, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. AMBROSE CHANNEL. July 1, 1907, balance unexpended _---------------------------a$785, 523. 99 Amount appropriated by sundry civil act approved May 27, 1908. 683, 490.00 Amount received from sales----------------------------------- 188. 34 1, 469,202. 33 June 30, 1908, amount expended during fiscal year: For works of improvement ----------------- $250, 380. 27 For construction of dredges----------------- 415, 390.60 Deposited to credit Delaware River improvement 9, 716.05 Transfer settlements ------ -------------------- 62. 18 675, 549.10 July 1, 1908, balance unexpended.-------------------------- b793, 653.23 July 1, 1908, outstanding liabilities------------------------- c 355, 360. 41 July 1, 1908, balance available- ---------------------------- 438, 292.82 July 1, 1908, amount covered by uncompleted contracts ------ - 22, 285. 50 Amount (estimated) required for completion of existing project 951, 510. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 000. 00 e------------------------635, Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Includes $1,570.89 in hands of Major Deakyne for dredge construction. b Includes $182.04 in hands of Major Deakyne for dredge construction. c Includes $323,880 for construction of dredges. d For construction of dredges. e Of this amount, $168,000 is under contract authorization of 1899 and $467,000 under that of 1907. RIVER AND HARBOR IMPROVEMENTS. 1659 OBSTRUCTION IN NORTH RIVER. July 1, 1907, balance unexpended ------------------------ $44, 181.18 June 30, 1908, amount expended during fiscal year for works of improvement-------------------------------------------4, 472. 38 July 1, 1908, balance unexpended----------------------------39, 708. 75 July 1, 1908, outstanding liabilities --------------------------- 3, 751.70 July 1, 1908, balance available------------------------------35, 957.05 July 1, 1908, amount covered by uncompleted contracts ---------- 32, 275.92 (See Appendix F 1.) 2. Channel in Gowanus Bay-Bay Ridge and Red Hook channels, New York Harbor.-These channels lie along the east shore of the upper bay, New York Harbor, and with Buttermilk channel form an easterly channel between the Narrows and East River, separated from the main channel by a broad shoal off Gowanus Bay and by Governors Island. Bay Ridge and Red Hook channels had a natural low-water depth of 7 to 12 feet, and were available only for a limited harbor commerce. The original project, adopted in 1881, provided for making these channels 18 feet deep and 200 feet wide, subsequently modified to make the depth 26 feet and width of 800 feet in Bay Ridge channel and 400 feet in Red Hook channel. This was completed in 1899 at a cost of about $1,090,000. The existing project was adopted by the river and harbor act of 1899, which provided for making Bay Ridge and Red Hook channels 40 feet deep at mean low water and 1,200 feet wide. The work was authorized to be done under a continuing contract at a cost not ex- ceeding $2,500,000, of which $801,000 remains to be appropriated. Such a contract was entered into in 1899 for excavating about 22,000,000 cubic yards of material and completing the project. Work was begun in 1900 and prosecuted until November, 1906, generally at rates of progress less than required by the original contract. Novem- ber 24, 1906, the last of the dredges was withdrawn from the work; the plant had been sold by the contractors and the new owners re- fused to continue dredging. The contractors failed to resume work when called upon, and the contract was annulled February 20, 1907. A contract has been entered into for continuing dredging under the project. Under this project, up to June 30, 1908, $1,436,666.79 has been expended; 13,649,389 cubic yards of material has been dredged, being about 60 per cent of the amount estimated to complete the project. In its present condition Bay Ridge channel has an available depth of 35 feet with width of about 1,000 feet, decreasing at the upper end where the harbor lines converge. Red Hlook channel has 26 feet available depth for about 800 feet width, with a narrow channel of 30 feet depth, now being widened. The total length of channel covered by the improvement is 41 miles; the mean rise of tide is 44 feet. During the year ending June 30, 1908, 1,363,185 cubic yards of mud and sand was dredged from these channels, making Bay Ridge chan- nel 35 feet deep, and beginning work in Red Hook channel. 160 BEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Future appropriations will be applied to completing the channels to 35 feet depth, subsequently deepening them to 40 feet, as authorized by the river and harbor act of March 2, 1907. The commerce of this part of the port of New York consists of coffee, sugar, cotton, coal, and miscellaneous freights, chiefly from foreign ports; in 1907 it amounted to approximately 4,204,000 tons, of an estimated value of $162,000,000. Further details concerning these channels are contained in the Annual Report of the Chief of Engineers for 1899, page 1266. House Document No. 337, Fifty-fourth Congress, second session, contains a report upon a survey of these channels, with map showing locations and depths as existing in 1897. (See Annual Report of the Chief of Engineers for 1897, p. 1177.) The effect of the improvement projected is undoubtedly to lower freight rates; these rates depend so largely upon the amount of busi- ness in hand and upon competition that it is impracticable to sepa- rate the effect of the improvement upon rates. A notable effect has been the growth of foreign commerce and the class of ships which carry it, many of which could not have entered Bay Ridge channel before its improvement. July 1, 1907, balance unexpended---------------------------$456, 719. 57 Received from sale of maps ------------------------------------ 4.80 456,724.37 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------ 194, 363.36 July 1,1908, balance unexpendiled--------------------------262, 361.01 July 1, 1908, outstanding liabilities----------------------------54, 833.45 July 1, 1908, balance available-------------------------------207, 527.56 July 1,1908, amount covered by uncompleted contracts------------ 200, 853.11 Amount (estimated) required for completion of existing project- 2, 051, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------- 3800,00.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix F 2.) 3. Enlargement of Governors Island, New York Harbor.-The project for this entire work, adopted under the terms of the sundry civil act of 1901, which made appropriations for beginning opera- tions, included an addition of about 82 acres to the area of the island by inclosing with a bulkhead part of the shoal southwest of the island and filling the inclosure, the building of a wharf on the north shore and dredging to a depth of 26 feet in front of the wharf, and the erection of buildings. The work of enlargement, including con- struction of a wharf and dredging, all estimated to cost $1,100,000, was assigned to the Engineer Department. By a modification of the project adopted in April, 1902, the enlargement was to be ex- tended southwest over the shoal to reclaim an additional area of about 19 acres, making the total area of the enlargement about 101 acres. This will necessitate an increase in the estimate of cost to cover this work, and construction of about 600 feet of sea wall RIVER AND HARBOR IMPROVEMENTS. 161 around it; but this amount can not be definitely stated pending a determination of the details of the plan. Work was begun in August, 1901, and up to June 30, 1908, $696,- 715.07 had been expended. During the fiscal year, 1,181,225 cubic yards of filling material was delivered in the inclosure, of which 597,750 yards was placed above mean low water in the embankment, under a contract still in progress; minor repairs were made to the sea wall; and a light and fog bell were maintained at the southwest curve of the sea wall. The entire work done to June 30, 1908, consists in building a pile wharf, with a T head, 370 feet long, dredging the approaches 26 feet deep, laying intercepting sewers, building 6,795 linear feet of riprap bulkhead to inclose the area of enlargement, and upon the bulkhead building 6,775 linear feet of masonry sea wall, and in building an embankment to cover 67 acres above low water, 32 acres of which have been built up to final grade. The sea wall is completed, except a gap of 350 feet clear width, left to permit bringing in material for the embankment. The available funds will be applied to continuing embankment construction. Future appropriations will be applied to continuing and completing the project. July 1, 1907, balance unexpended----- ------- -------------- $426, 112. 50 Amount appropriated by sundry civil act approved May 27, 1908 .. 75, 000.00 Received from sale of maps------------------------------------ 2. 60 501, 115.10 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $100, 118. 87 Treasury settlement No. 2482 ------------------- 72, 708.70 172, 827.57 July 1, 1908, balance unexpended --------------------------- 328, 287.53 July 1, 1908, outstanding liabilities--------------------- ------ 30, 655. 13 July 1, 1908, balance available ----------------------------- 297, 632.40 July 1, 1908, amount covered by uncompleted contracts ...-------- 152, 395. 14 Amount (estimated) required for completion of existing project .... Indefinite. SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908---- -------------------------------- 75, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix F 3.) 4. Removing sunken vessels or craft obstructing or endangering navigation--Coal barge Addie B. Bacon.-This coal-laden barge sunk on the east side of Main Ship channel in February, 1908, and after the coal had been removed was abandoned by the owners. The boat was removed bodily and taken to Rikers Island, where it will soon be covered by the embankment now in progress at that place. The amount expended was $2,100. (See Appendix F 4.) 57101--ENG 1908-11 162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE THIRD NEW YORK, NEW YORK, DISTRICT. This district was in the charge of Col. D. W. Lockwood, Corps of Engineers, division engineer, eastern division. 1. Passaic River, New Jersey.-This river is a stream of consider- able size, rising among the highlands in the northern part of New Jersey and flowing in a generally easterly and southerly course into Newark Bay. It is navigable from its mouth to Passaic, a distance of about 16 miles, where navigation is cut off by the Dundee Water Power and Land Company's dam. In its natural condition the navigable depth to Newark was about 7 feet at mean low water; from Newark to Passaic it was about 3 feet. The first project for improvement, adopted by the river and harbor act of June 10, 1872, was for providing a channel from Newark to Passaic from 6 to 71 feet deep and from 50 to 200 feet wide, the first cost being estimated at $123,924. This was subsequently increased to $193,822. The second project was for improving the river below Newark and was authorized by the river and harbor act of June 14, 1880, at an estimated cost of $353,875. It proposed a channel 200 feet wide and 10 feet deep at mean low water up to Center Street Bridge, Newark. The two projects were consolidated by the river and harbor act of July 13, 1892, the estimated cost of the improvement being $547,697. The amount expended under this consolidated project up to the close of the fiscal year ending June 30, 1908, was $499,777.08, of which $389,610 was used in carrying out the projects and $110,167.08 for maintenance. Existing projects: That adopted by act of June 13, 1902, in accord- ance with the report submitted in House Document No. 401, Fifty- sixth Congress, first session, provides for making a channel from Staten Island Sound through Newark Bay and the said river to the Montclair and Greenwood Lake Railroad bridge 12 feet deep to the Nairn Linoleum Works, and 10 feet deep from that point to the said railroad bridge, a total distance of 10.8 miles. The estimated cost was originally $296,000, but was subsequently increased, ad- ditional funds having been appropriated by the river and harbor act of March 3, 1905, and may now be stated at $323,274.60. Work under this project was authorized to be done under continuing contracts, the total amount of the contract authorization being now appro- priated. The yearly cost of maintenance is estimated at $10,000. The amount expended on this project up to the close of the fiscal year ending June 30, 1908, was $245,564.35. By the passage of the river and harbor act approved March 2, 1907, a project has been adopted which provides for making a channel 16 feet deep at mean low water, 300 feet wide from deep water in New- ark Bay to the Nairn Linoleum Works, 9.7 miles, thence 200 feet wide to the Montclair and Greenwood Lake Railroad bridge, 1.1 miles, in accordance with the report submitted in House Document No. 441, Fifty-ninth Congress, second session, estimated to cost $1,216,775. The act provides for an expenditure of $850,000 for prosecuting the work, of which $585,000 is yet to be appropriated under continuing- contract authorization. The amount expended on this project to the close of the fiscal year ending June 30, 1908, was $104,963.97. RIVER AND HARBOR IMPROVEMENTS. 163 The projects of 1902 and 1907 for the lower part of the river include the old project below Newark, but leaves in force the part above New- ark which is included between the Montclair and Greenwood Lake Railroad bridge and the city of Passaic, a distance of 6 miles. The work accomplished under this part of project consists of dredging a channel 6 feet deep at mean low water and with widths of from 90 to 100 feet through the shoals to the city of Passaic. Up to June 30, 1908, $209,950.54 had been expended on this part of the project, of which $150,734 was expended for the project and $59,216.54 for main- tenance work. The annual cost of maintenance is estimated at $5,000. This project is practically completed. During the past fiscal year dredging has been carried on under four contracts: 1. Under project of June 13, 1902, operations consisted in dredging under a continuing contract with P. Sanford Ross (Incorporated), 104,156 cubic yards of material being removed between the Center Street Railroad bridge and the Montclair and Greenwood Lake Rail- road bridge. Work was in progress at the close of the year. 2. Under project of June 13, 1902, operations consisted in dredging under contract with the International Contracting Company, 111,745 cubic yards of material being removed between the New York and Lake Erie Railroad bridge and the Montclair and Greenwood Lake Railroad bridge. Work was in progress and contract nearly com- pleted at the close of the year. Channels of 12 feet depth and 200 feet in width have been com- pleted from Newark Bay to the Nairn Linoleum Works, and of 10 feet depth and 200 feet width for a distance of 3,420 feet above that point. This project is nearly completed. There remains about 6 per cent of the work to be done. 3. Under project' of March 2, 1907, operations consisted in dredging under a continuing contract. Dredging was commenced on August 28, 1907, and was in progress at the close of the year, at which time 779,708 cubic yards of material had been removed from Newark Bay and Passaic River, and the 16-foot channel had been carried through the bay and lower end of the river with width of about 150 feet for an aggregate distance of about 4 miles. 4. Under project of June 10, 1872, operations consisted in dredging for maintenance under contract of John and Joseph McSpirit, 12,376 yards of material and 12.05 cubic yards of bowlders being removed. This contract was in progress at the beginning of the year and was completed September 26, 1907. The maximum drafts that could be carried June 30, 1908, were as follows: 16, 12, and 10 feet, as above stated, below the Montclair and Greenwood Lake Railroad bridge, and 6 feet from that bridge to the city of Passaic. Mean range of tides: At mouth of river, 4.7 feet, and at Passaic, 2.5 feet. It is proposed to apply the amount estimated as a profitable ex- penditure to continuation and maintenance of the improvement in accordance with the adopted projects. The commerce of this river is mainly in building material, iron ore, fertilizers, coal, and general merchandise, and amounted to 2,037,363 tons in 1900, to 2,009,356 tons in 1901, to 2,494,312 tons in 1902, to 2,356,511 tons in 1903, to 2,567,942 tons in 1904, to 2,567,000 tons in 164 REPORT OF THE CHIEF OF ENGINEERS, U. B. ARMY. 1905, to 2,577,188 tons in 1906 and also in 1907, valued at $167,113,305, including the commerce of Hackensack River, which passes through Newark Bay. This improvement is necessary to the great industrial interests, and has reduced freight rates $1 a ton on coal and building materials, and its continuance is necessary to the successful carrying on of the busi- ness of this locality. Details as to this improvement may be found in the Annual Re- ports of the Chief of Engineers for 1896, pages 770-774, and for 1900, pages 177, 1530-1550. Reference to reports of examinations and surveys is noted in the Annual Report of the Chief of Engineers for 1907, page 156. Maps showing mouth of river and Newark Bay are printed in the Annual Reports of the Chief of Engineers for 1882, page 686, and 1887, page 766, and maps of the river in the vicinity of and above Newark are printed in House Document No. 401, Fifty-sixth Con- gress, first session, and of the full length of the bay and river under improvement in the Annual Report of the Chief of Engineers for 1905, page 1030. July 1, 1907, balance unexpended --------------------------- $398, 535. 64 Amount appropriated by sundry civil act approved May 27, 1908-- 65, 000. 00 Received from sale of maps during the year---------------------- 51.55 463, 587. 19 June 30, 1908, amount expended during fiscal year: ... For works of improvement ------------------ $154, 984.00 For maintenance of improvement --------------- 16, 479.94 171, 463.94 July 1, 1908, balance unexpended --------------------------- 292, 123. 25 July 1, 1908, outstanding liabilities ------------......--------------- 46, 267.33 July 1, 1908, balance available ... ------------------------------ 245, 855.92 July 1, 1908, amount covered by uncompleted contracts ---------- 569, 677. 22 Amount (estimated) required for completion of existing project- 951, 775.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908: For works of improvement ----------------- $300, 000.00 For maintenance of improvement ..-------------- 10, 000.00 310, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G 1.) 2. Arthur Kill, or Staten Island Sound, and channel between Staten Island and New Jersey.-(a) Arthur Kill, or Staten Island Sound, New York and New Jersey.-This is a waterway about 12 miles long, which, together with the lower end of Newark Bay, 2 miles long, and the Kill van Kull, 3 miles long, forms the inland waterway between upper New York Harbor and Raritan Bay. The section now con- templated under this improvement consists of the 14 miles of channel between Kill van Kull and Raritan Bay. The original depth through the Arthur Kill, or Staten Island Sound, at mean low water was 15 feet and upward, in a channel 100 to 1,000 feet in width. Through the lower end of Newark Bay the navigable channel depth was about 14 feet at mean low water, the result of an improvement commenced in 1874 and continued up to the present time. In the present project RIVER AND HARBOR IMPROVEMENTS. 165 the new channel was cut through the flats to the southward of the original channel on which the depth was 1 to 2 feet at mean low water. Projects: Sections of this waterway have been under improvement by the United States under the titles of " Channel between Staten Island and New Jersey," adopted in 1880, superseding the project of 1874, and " Arthur Kill," adopted in 1888. The former provided for a depth of 14 feet and width of 400 feet through the lower part of Newark Bay, and the latter for the removal of Steep Point, in order to straighten the channel to the southwestward of the Baltimore and Ohio Railroad bridge. Details and references as to these projects are printed in current report under the head of " Channel between Staten Island and New Jersey," which project is still in force. The existing project for this improvement, adopted by the river and harbor act approved June 13, 1902, provides for making and maintaining a channel from Kill van Kull to Raritan Bay, New York and New Jersey, by means of dredging and diking, 300 feet wide and 21 feet deep at mean low water, at an estimated cost of $696,000, and $5,000 for annual cost of maintenance. Work under this project is authorized to be done under continuing contracts, $241,000 of the authorization still remaining to be appropriated. The amount ex- pended on the project to June 30, 1908, was $341,458.95. Operations during the past fiscal year consisted in dredging, under a continuing contract, approved by the Department on October 27, 1903, upon which work was commenced on December 2, 1903. Dur- ing the year 749,686 cubic yards of material was removed from several sections of the channel between Shooters Island and Car- teret. About two-thirds of the dredging contemplated by this project has been completed, and the 21-foot channel has been carried nearly through the waterway, with widths of from 150 to 300 feet. The un- dredged part is a short section at Carteret about 2,200 feet in length, which at the present rate of progress will be completed within two months. The 21-foot channel will then be open to navigation, and there will remain to be accomplished the widening of the channel to 300 feet. The maximum draft that could be carried through the waterway on June 30, 1908, was about 20 feet at mean low water, except in the section mentioned above as not dredged where the depth is 15 feet at mean low water. Mean range of tides, 5 feet. It is proposed to apply the amount estimated as a profitable ex- penditure to dredging for the continuation of the improvement in accordance with the adopted project. The freight carried through this waterway consists of oil, coal, ores, clay products, chemicals, fertilizers, grain, machinery, manufac- tures, and general merchandise, and amounted in 1899 to 11,311,991 tons, in 1900 to 11,047,633 tons, in 1901 to 11,651,300 tons, in 1902 to 14,517,079 tons, in 1903 to 11,512,420 tons, in 1905 to 11,721,861 tons, valued at $265,193,813; in 1906 to 16,574,840 tons, valued at $355,579,817, and in 1907 to 14,948,077 tons, valued at $245,032,666. It appears from inquiry that no estimate can be made of the exact effect of the project on freight rates, except to the local commerce. The rates on this have been reduced by this improvement, and will 166 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be further reduced when the improvement has advanced to the ex- tent of providing a practicable navigable channel of 21 feet. References to reports of examinations and surveys are noted in the Annual Reports of the Chief of Engineers for 1904, page 137, and for 1907, pages 157 and 158. Report on preliminary examination of Arthur Kill at the westerly side of Buckwheat Island is printed in House Document No. 533, Sixtieth Congress, first session, and in Annual Report of the Chief of Engineers for 1906, page 167. Maps of this work are printed in House Document No. 393, Fifty- sixth Congress, first session, and in the Annual Report of the Chief of Engineers for 1905, page 1034. July 1, 1907, balance unexpended --------------------------- $224, 293. 13 Received from sale of maps during the year ---------------------- 10.40 224, 303.53 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------- 110, 745.48 July 1, 1908, balance unexpended ---------------------------- 113, 558.05 July 1, 1908, outstanding liabilities --------------------------- 43, 135. 88 July 1, 1908, balance available------------------------------ 70, 422. 17 July 1, 1908, amount covered by uncompleted contracts ---------- 171, 883.96 Amount (estimated) required for completion of existing project-- 241, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unex- pended July 1, 1908 .--------------------------- 200,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (b) Channel between Staten Island and New Jersey.-This chan- nel is an inland waterway, about 17 miles long, connecting New York Harbor with Raritan Bay. It consists of the Kill van Kull, connecting the upper bay with Newark Bay, and the Arthur Kill, connecting Newark Bay with Raritan Bay. The natural depth through the channel was 15 feet or more, except for a distance of about 11 miles in Newark Bay, where there was a shoal with a crooked channel 91 feet deep, bordered by flats with depth of about 2 feet of water. The improvement of the " channel between Staten Island and New Jersey " consists in the deepening of the channel across this shoal. The first project, adopted by the river and harbor act of June 23, 1874, was for making this channel from 14 to 16 feet deep, at an esti- mated cost of $443,211. The only work done under it was the build- ing of 2,237 linear feet of diking, at a cost of $50,000. The second and existing project was adopted in 1880, which, with subsequent modifications, proposed to dredge through the shoal a channel 400 feet wide and 14 feet deep at mean low water, the cost being estimated at $210,000. A supplemental project was adopted by the river and harbor act of August 11, 1888, which had for its object the removal of the point of land known as "Steep Point," for the straightening of the channel to the westward of the Baltimore and Ohio Railroad bridge. This work was carried on under the title of "Improvement of Arthur Kill, RIVER AND HARBOR IMPROVEMENTS. 167 New York and New Jersey," 1888-1895. The cost was estimated at $26,500, and the work was completed in 1895, at a cost of $25,401.30. This modification of the project brought the total cost of the im- provement up to $286,500. The river and harbor acts of June 3, 1896, and June 13, 1902, extended the project to include the dredging of a channel in Lemon Creek, on Staten Island, at a cost of $5,000 and $5,000, respectively. This extension increased the total estimated cost of the improve- ment from the beginning to $296,500. Annual maintenance is esti- mated at $10,000. The total amount expended to June 30, 1908, on the project, with its additions and modifications, was $308,796.44, which was applied to diking, to dredging a channel 14 feet deep and 400 feet wide through the shoal in Newark Bay, to removing Steep Point, and to dredging a channel in Lemon Creek 8 feet deep at high water and from 35 to 50 feet wide; $206,635.08 has been expended in carrying out the project and $102,161.36 for maintenance. The work con- templated under this project has been completed. No work was done during the fiscal year, the channel having been reported in good condition, the result of dredging in the preceding season of 1906-7. It is proposed to apply the available balance and the amount rec- ommended as a profitable expenditure to the maintenance of the im- provement. The maximum draft that could be carried June 30, 1908, through the channel between Staten Island and New Jersey was about 14 feet at mean low water and in Lemon Creek about 6 feet at mean high water to the head of navigation, a distance of about one-half mile from the mouth. Mean range of tides, 5 feet. The freight carried through this channel consists of oil, coal, ores, clay products, chemicals, fertilizers, grain, machinery, manufactures, and general merchandise, and amounted in 1899 to 11,311,991 tons, in 1901 to 11,651,300 tons, in 1902 to 16,266,574 tons, in 1903 to 14,129,678 tons, in 1905 to 14,339,120 tons, valued at $325,625,465, and in 1906 to 17,097,799 tons, valued at $396,266,084. This is a connecting channel and no estimate can be made of the exact effect on the rates of freight, but it is known that the present commerce could not be carried on without this improvement, from which it is inferred that rates would be advanced if this improvement had not been made. Further details as to this improvement may be found in the Annual Reports of the Chief of Engineers for 1887, Part 1, page 743; for 1890, page 843; for 1896, page 775; for 1897, pages 1130-1132, and for 1900, page 1525. Reference to reports on examinations and surveys are noted in the Annual Report of'the Chief of Engineers for 1907, page 160. Maps of this improvement are printed in the Annual Reports of the Chief of Engineers for 1881, page 696; 1889, pages 820-822; 1890, page 844, and 1905, page 1036, and in House Document No. 393, Fifty-sixth Congress, first session. Map of Lemon Creek is printed in the Annual Report of the Chief of Engineers for 1905, page 1036. 168 REPORT OF THE CHIEF011 OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended ---------------------------- $2, 703.56 July 1, 1908, balance unexpended ----------------------------- 2, 703. 56 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------- 20, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $226, 996.69 Received from sale of maps during the year ----------------------- 10.40 227,007.09 June 30, 1908, amount expended during fiscal year for works of im- provement . -------------------------------------------- 110, 745. 48 July 1, 1908, balance unexpended --------------------------- 116, 261. 61 July 1, 1908, outstanding liabilities --------------------------- 43, 135. 88 July 1, 1908, balance available ------------------------------- 73, 125. 73 July 1, 1908, amount covered by uncompleted contracts ------ 171, 883. 96 Amount (estimated) required for completion of existing project .. 241, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908: For works of improvement ------------------ $200, 000.00 For maintenance of improvement --------------- 20, 000. 00 1 J220, Submitted in compliance with requirements of sundry civil act of 000.00 June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G 2.) 3. Woodbridge Creek, New Jersey.-This creek is a small, crooked tidal stream, about 5 miles long, running through flat marshes for most of its length and emptying into the west side of Arthur Kill, or Staten Island Sound, 2 miles north of Perth Amboy, N. J. It is navigable for 21 miles above the mouth to a point where it is crossed by a highway bridge without a draw. The width of the creek below this bridge is about 100 feet. In its original condition this stream was obstructed at its mouth by a bar having a least depth of 9.8 feet at high water, and by two shoals just inside the mouth. From these shoals a good 12-foot channel existed to above Anderson's brickworks, seven-eighths of a mile from the mouth, above which point, however, many shoals occurred, although a narrow 8-foot chan- nel existed as far as Salamander dock, li miles from the mouth. First project: A survey of the navigable part of this creek was made in 1878, reference to which is made on page 139 of the Annual Report of the Chief Engineers for 1904, and a project for its im- provement was adopted by the river and harbor act of March 3, 1879. This project provided for forming a channel 12 feet deep at mean high water and 80 feet wide from the mouth of the creek to the Sala- mander dock at an estimated cost of $13,800, which amount was in- creased in 1884 to $29,000. Work on this improvement was carried on under appropriations made from 1879 to 1882, amounting to $19,000, which was expended without completing the project, and was suspended in 1883, and in 1900 the channel had relapsed to its origi- nal condition. RIVER AND HARBOR IMPROVEMENTS. 169 The existing project, adopted by the river and harbor act of June 13, 1902, contemplates obtaining a channel 8 feet deep at mean low water, with a bottom width of 50 feet, by dredging, from Arthur Kill to Salamander dock, at an estimated cost of $35,000 for the im- provement and $3,000 annually for maintenance. Reference to this project, and of the examination and survey upon which it is based, is contained in the Annual Report of the Chief of Engineers for 1904, page 139. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1908, was $41,821.84, of which $30,822.70 was used in carrying out the project and $10,999.14 for maintenance. During the past fiscal year 54,814 cubic yards of mate- rial was removed from the channel under a contract for completing improvement and maintenance, in accordance with act of March 2, 1907. The channel was practically restored to proposed dimensions and the project completed. The maximum draft that could be carried June 30, 1908, over the shoalest part of the channel was 7 to 8 feet at mean low water. The mean range of tides is 5 feet. The commerce of this creek, mainly in clay, brick, tile, coal, tin scrap, steel scrap, and building materials, amounted in 1887 to 126,000 tons, in 1898 to 176,000 tons, in 1903 to 155,751 tons, in 1904 to 165,313 tons, in 1905 to 160,194 tons, valued at $1,018,198, in 1906 to 167,392 tons, valued at $1,128,237, and in 1907 to 151,671 tons, valued at $1,071,548. It appears from inquiry that freight rates have been reduced as a result of this improvement. It is proposed to apply the sum estimated as a profitable expendi- ture in fiscal year ending June 30, 1910, to maintenance of improve- ment. Maps of the creek are printed in House Document No. 282, Fifty- sixth Congress, first session, and in Annual Report of the Chief of Engineers for 1905, page 1036. July 1, 1907, balance unexpended------------------------------$19, 443.40 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------- $15, 500. 00 For maintenance of improvement --------------- 3, 015.24 18, 515. 24 July 1, 1908, balance unexpended--------------------------- 928. 16 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- 9, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G 3.) 4. Raritan Bay, New Jersey.-This bay is a large body of water lying between the southern end of Staten Island and the New Jersey shore. Its greatest width north and south is about 5 miles and its greatest length east and west is about 7 miles. The Raritan River empties into it at its west end, between Perth Amboy and South 170 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. Amboy, and the Arthur Kill, or Staten Island Sound, extends north- ward, connecting it with Newark Bay. This bay had naturally a fairly straight channel, 11 feet deep, to South Amboy. The line of the deepest water, however, followed the Staten Island shore from Perth Amboy to Seguine Point, where it was separated from deep water in the eastern part of the bay by a shoal 1.5 miles broad, with a minimum depth of 14.5 feet. The original and existing project, adopted March 3, 1881, and extended September 19, 1890, and June 3, 1896, provides for dredging channels 300 feet wide and 21 feet deep from Seguine Point to deep water in the bay, a distance of about 1.5 miles, through two shoals opposite Wards Point, 0.4 and 0.6 mile long, respectively, and from South Amboy to deep water near Great Beds light, a distance of about 1.5 miles. The estimated cost of the work is $507,875. Reference to reports on examinations and surveys are noted in the Annual Report of the Chief of Engineers for 1904, pages 140 and 1158. The amount expended on the work up to the close of the fiscal year ending June 30, 1908, was $537,715.68, of which $297,314.45 was used in carrying out the project and $240,401.23 for maintenance. The project has been completed, and the only work now contemplated is maintenance of the improvement. Operations during the fiscal year consisted in dredging under con- tract for maintenance. Work was commenced on May 22, 1908, and was in progress at the close of the year, at which time 26,974 cubic yards of material had been removed from the Seguine Point channel and 30,080 yards from the South Amboy channel. Examinations of the three channels were made in June, and the maps were completed in July, 1907. These examinations showed that no further dredging was necessary in 1907. It is proposed to apply the amount recommended as a profitable expenditure for maintenance. The maximum draft that could be carried June 30, 1908, through the Wards Point, South Amboy, and Seguine Point channels was 21 feet at mean low water. Mean range of tides, 5 feet. The commerce of the bay is mainly in coal, brick, refined lead and copper, bullion, clay products, and general merchandise, and amounted in 1901 to 4,722,048 tons, in 1902 to 5,453,122 tons, in 1903 to 4,484,152 tons, in 1905 to 5,296,986 tons, in 1906 to 6,432,245 tons, valued at $114,358,610, and in 1907 to 7,424,414 tons, valued at $139,228,344. It appears from statements of the shipping interests of the great railroad terminals that the improvements have resulted in a great reduction of towing rates and a proportionate reduction of freight rates, owing to the greater quantity of coal that can be carried and towed through these channels over that which was carried before the improvement was made. Further details of this improvement are printed in the Annual Re- port of the Chief of Engineers for 1896, pages 787-789. Maps are printed in the Annual Report of the Chief of Engineers for 1905, page 1038. RIVER AND HARBOR IMPROVEMENTS. 171 July 1, 1907, balance unexpended --------------------------- $32, 494.38 Received from sale of maps during the year---- ----------------- 3.00 ' 32, 497.38 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 7, 709.86 July 1, 1908, balance unexpended ---------------------------- 24, 787.52 July 1, 1908, outstanding liabilities --------------------------- 10,137. 61 July 1, 1908, balance available ------------------------------ 14, 649.91 July 1, 1908, amount covered by uncompleted 6contracts ..-----------10, 075.69 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 40, 000.00 .------------------------------ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G 4.) 5. Keyport Harbor,Matawan Creek, Raritan,South, and Elizabeth rivers, Shoal Harbor and Compton Creek, and Cheesequake Creek, New Jersey.-(a) Keyport Harbor.-This harbor is situated at the mouth of Matawan Creek, on the south side of Raritan Bay, 5 miles east of the mouth of Raritan River, and it consists of a bay about 1 mile broad. There was no distinct natural channel in the harbor, the available depth to the wharves being less than 4 feet at mean low water. A 6-foot channel had been dredged at private expense before the United States assumed charge of the improvement, but it had shoaled again to 3 feet. The original and existing project, approved August 2, 1882, with subsequent modifications (1884), contemplates dredging a channel 8 feet deep at mean low water about 4,700 feet long and 200 feet wide from Raritan Bay to the steamboat dock at Keyport, at an estimated cost of $40,475. Reference to report on examination and survey is noted in the Annual Report of the Chief of Engineers for 1904, page 141. The amount expended to June 30, 1908, was $59,518.83, of which sum $30,500 was used in carrying out the project and $29,018.83 for maintenance. A channel of the required length and nearly the pro- posed width was completed in 1883-84. Deterioration to the amount of about 70 per cent now exists. No work was done on the improvement during the fiscal year. Under an allotment of $8,705.97 from the consolidated appropriation, act of March 2, 1907, a contract for dredging is in force and prepara- tions for beginning work were in progress at the close of the year. The available funds will probably be sufficient to restore the dredged channel to projected depth and to one-half projected width. The maximum draft that could be carried June 30, 1908, to the Keyport wharves was about 7 feet at mean low water. Mean range of tides, 4.9 feet. The commerce of this harbor is mainly in farm products, fertilizers, coal, lumber, fish, shellfish, and miscellaneous freight, and amounted to 67,500 tons in 1899, to 45,000 tons in 1901, to 62,000 tons in 1903, to 70,000 tons in 19042 to 86,821 tons in 1905, valued at $2,202,105, in 172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1906 to 229,377 tons, valued at $3,074,060, including the commerce of Matawan Creek, and in 1907 to 160,925 tons, valued at $3,275,305. The effect of this improvement has been to greatly reduce freight rates, especially in the marketing season. It is proposed to apply the available balance, and the amount esti- mated as a profitable expenditure, for the completion and mainte- nance of the improvement in accordance with the adopted project. Further details as to this work are printed in the Annual Report of the Chief of Engineers for 1897, pages 1147-1148. Map is printed in the Annual Report of the Chief of Engineers for 1905, page 1040. July 1, 1907, balance unexpended ---------------------------- $9, 932.20 June 30, 1908, amount expended during fiscal year for maintenance of improvement-------------------------------------------- 270.06 July 1, 1908, balance unexpended------------------------------9, 662.14 .... July 1, 1908, amount covered by uncompleted contracts ------------- 8, 000.00 Amount (estimated) required for completion of existing project-. 9, 975.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Matawan Creek.-This creek is a small tidal stream in the eastern part of New Jersey, which discharges into Raritan Bay at Keyport Harbor. It is navigable up to the bridge of the New York and Long Branch Railroad, about 2 miles above its mouth. In its natural condition the mouth was obstructed by a mud flat, through which a narrow and crooked 3-foot channel existed. Above this fiat there was a 4-foot channel for a mile and beyond a narrow 3-foot channel extending nearly up to the head of navigation at Matawan. The original and existing project for improving this stream, by dredging a 4-foot channel 100 feet wide from the mouth to Winkson Creek, about 1 mile, and thence 75 feet wide to the railroad bridge at Matawan, was adopted March 3, 1881. The cost was estimated at $33,120. Reference to report on examination and survey is noted in the Annual Report of the Chief of Engineers for 1904, page 141. The amount expended to June 30, 1908, was $50,917.34, of which $21,000 was used in carrying out the project and $29,917.34 for main- tenance. About two-thirds of the work proposed under the project has been completed, and a channel has been dredged the required dis- tance with widths of 50 to 100 feet, but this channel has greatly deteriorated. During the fiscal year under an allotment of $6,000 from the con- solidated appropriation, act of March 2, 1907, a contract for dredging for maintenance has been in force. Dredging under this contract was commenced on June 27, 1908, and was in progress at the close of the year at which time 1,258 cubic yards of material had been removed near the mouth of the creek. The maximum draft that could be carried June 30, 1908, was about 3 feet at mean low water. Mean range of tides, 4.9 feet. o See consolidated money statement on page 179. BIVER AND HARBOR IMPROVEMENTS. 173 The commerce of this creek is in brick and fireproofing, fertilizer, farm produce, and general merchandise, and amounted to 51,000 tons in 1899, to 60,000 tons in 1901, to 61,500 tons in 1903, to 29,600 tons in 1904, to 58,471 tons in 1905, valued at $203,955; in 1906 to 128,181 tons, valued at $717,505, and in 1907 to 40,900 tons, valued at $163,500. The effect of this improvement has been to greatly reduce rates of freight, especially in the marketing season. It is proposed to expend the available balance and the amount esti- mated as a profitable expenditure for completion and maintenance of the project. Further details as to this improvement may be found in the Annual Report of the Chief of Engineers for 1897, page 1145. Map is printed in the Annual Report of the Chief of Engineers for 1905, page 1042. July 1, 1907, balance unexpended ----------------------------- $5, 995.60 June 30, 1908, amount expended during fiscal year for maintenance of improvement 108. 55 July 1, 1908, balance unexpended ----------------------------- 5, 887.05 July 1, 1908, outstanding liabilities ----------------------------- 768. 79 July 1, 1908, balance available ------------------------------- 5, 118. 26 July 1, 1908, amount covered by uncompleted contracts 245. 20 4,------------- Amount (estimated) required for completion of existing project .. 12, 120.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Raritan River.-This river is a moderate-sized stream flowing through the central part of the State of New Jersey and emptying into Raritan Bay at Perth Amboy. It is navigable to New Bruns- wick, N. J., a distance of 12 miles, where it is the eastern terminus of the Delaware and Raritan Canal. In its natural state the channel to New Brunswick was obstructed by several extensive shoals, on which the depth was from 61 to 8J feet at mean low water. The original and existing project for improvement, adopted June 18, 1878, with subsequent modifications, provided for a channel 200 feet wide and 10 feet deep from the mouth to the Delaware and Rari- tan Canal terminus at New Brunswick, including a south channel between Crab Island and Kearney's dock, with a length of about 24 miles, width of 100 feet, and depth of 51 feet at mean low water, to be obtained by dredging, diking, and rock excavation, the cost being estimated at that time at $2,093,662. Recent and improved methods for doing such work have made it probable that this estimate will not exceed $1,035,000. Reference to reports on surveys with esti- mates is given in the Annual Report of the Chief of Engineers for 1907, page 166. The amount expended up to the close of the fiscal year ended June 30, 1908, was $729,390.80, of which $659,192.32 was used in carrying on the work and $46,666.22 for maintaining that already done; of * See consolidated money statement on page 179. 174 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVIY. this amount $1.15 was derived from sale of condemned property. About two-thirds of the work contemplated under the project has been completed, and the following work has been accomplished under the project: A channel 10 feet deep has been made from the mouth to the Delaware and Raritan Canal terminus at New Brunswick, the section through and below the reef at Whitehead's dock having a width of 200 feet and the section above the reef a width of 100 feet. South channel has been dredged to the projected depth and width for a length of about 4,000 feet. Five dikes have been built to main- tain the channels. Operations during the fiscal year consisted in dredging under a contract for maintenance which was in force at the beginning of the year. Dredging was commenced on August 5, 1907, suspended Sep- tember 19, 1907, resumed April 9, and completed on May 15, 1908, and 39,607 cubic yards of material was removed as follows: At the Stakes 16,580, Middle Ground 5,350, and near New Brunswick 17,677 cubic yards. At the close of work the river was open to 10-foot navigation at low water. It is proposed to apply the amounts recommended as a profitable expenditure to continuing and maintaining the improvement. On June 30, 1908, the maximum draft that could be carried to the head of navigation was 10 feet at mean low water. Mean range of tides: At mouth of river, 5.1 feet; at New Brunswick, 5.56 feet. The commerce of this river is principally in coal, ores, refined copper, lumber, building materials, and general merchandise, and amounted in 1901 to 1,266,950 tons, in 1902 to 1,228,791 tons, in 1903 to 1,020,420 tons, in 1905 to 605,197 tons, in 1906 to 736,666 tons, valued at $17,377,645, and in 1907 to 725,690 tons, valued at $32,678,472. It appears from numerous letters received that this improvement has resulted in a very material reduction of freight rates. Details as to this improvement may be found in the Annual Re- ports of the Chief of Engineers for 1892, page 881; for 1896, page 780; for 1897, page 1136, and further information is contained in the report for 1900, page 1505. Maps of the river are printed in Annual Reports of the Chief of Engineers for 1885, page 760, and for 1905, page 1044. July 1, 1907, balance unexpended---------------------------$19, 832.81 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 18,997.04 July 1, 1908, balance unexpended ------------------------------- 835.77 Amount (estimated) required for completion of existing project-- 373, 392.68 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899., (d) South River.-This is a small stream in the central part of New Jersey, which discharges into the Raritan River about 8 miles above its mouth. Before improvement by the United States a private * See consolidated money statement on page 179. RIVER AND HARBOR IMPROVEMENTS. 175 canal about three-fourths of a mile long had been dredged from near Washington, on the South River, to Sayreville, on the Raritan River, which shortened the sailing course about 2 miles. The depth in the canal was about 3.5 feet and in the river about 2.5 feet as far as Oldbridge, at the head of navigation, 6.3 miles above the canal. The first project for this improvement was adopted March 3, 1871, and provided for dredging a channel 6 feet deep at mean low water up to the Washington wharves, at an estimated cost of $13,653. This was completed in 1874, at a cost of $20,000. The existing project, adopted June 14, 1880, provides for correcting the canal outlet and for obtaining, by dredging and diking, a channel 100 feet wide and 8 feet deep to Washington, 1.5 miles above the mouth; thence 6 feet deep to Bissetts, 3.7 miles above the mouth; thence 4 feet deep to Oldbridge, 6.3 miles above the mouth, at the head of navigation. The cost was estimated at $194,695, but was reduced in 1892 to $176,695. References to examinations and surveys are contained in the Annual Reports of the Chief of Engineers for 1904, page 143, and for 1907, pages 166 and 175. The amount expended on the present project up to the close of the fiscal year ending June 30, 1908, was $115,427.72, of which $89,336 was used in carrying on the work and $26,091.72 for maintenance. About one-half of the work contemplated under the project has been completed. Below the wharves at the village of South River or Washington a channel from 50 to 75 feet wide and 8 feet deep has been dredged and the projected dikes have been built. Above Wash- ington the improvement accomplished is shown in report of work for fiscal year. During the past fiscal year the work done consisted in dredging for maintenance and continuing improvement; 46,477 cubic yards of material was removed, and the work accomplished consisted in com- pleting the channel between the highway bridge and the Raritan River railroad bridge, a distance of 2,350 feet, and extending it 4,140 feet to within 340 feet of Bissetts, with width of from 100 to 50 feet. The maximum draft that could be carried to South River or Wash- ington on June 30, 1908, was about 7 feet, thence to within 340 feet of Bissetts 6 feet at mean low water. Mean range of tides: At canal, 5.34 feet; at Oldbridge, 4.57 feet. Large brickyards established along the banks of the river give it a commercial importance out of proportion to its size. The commerce is principally in brick, sand, clay, coal, fertilizer, and general merchandise, and amounted in 1899 to 343,202 tons, in 1901 to 328,186 tons, in 1902 to 387,246 tons, in 1903 to 333,890 tons, in 1904 to 392,626 tons, in 1905 to 260,204 tons, valued at $1,046,208; in 1906 to 226,227 tons, valued at $972,550; and in 1907 to 118,549 tons, valued at $477,530. The improvement has caused a great reduction in freight rates, and it appears probable that the rates will be further reduced when the improvement reaches the upper stretches of the river. From reliable information received it appears that as a result of this im- provement a reduction in freight rates on fire brick by rail to Boston of from $3.25 to $2 per ton has been made. The freight rate by rail to New York is $1.60 per ton; by water it is 75 cents per ton. 176 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply amount estimated as a profitable expendi- ture and the available balance to continuing and maintaining the improvement in accordance with the adopted project. Details as to this improvement may be found in the Annual Re- port of the Chief of Engineers for 1896, pages 784-785. Reference to preliminary examination and plan and estimate of cost of improvement of Old South River, as contained in reports dated January 27 and December 6, 1906, printed in House Document No. 335, Fifty-ninth Congress second session, may be found in Annual Reportfthchie of ingineers for 1907- page 175, Sketches of South River are printed in the Annual Reports of the Chief of Engineers for 1882, page 678; 1885, page 764, and 1905, page 1046. July 1, 1907, balance unexpended --------------------------- $17, 754.96 Received from sale of map during the year ----------------------- 1.00 17, 755. 96 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------- $11, 336.00 For maintenance of improvement ---------------- 5, 668. 05 17, 004.05 July 1, 1908, balance unexpended ------------------------------- 751.91 Amount (estimated) required for completion of existing project-- 87, 359.00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 ------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (e) Elizabeth River.-This is a small stream in the eastern part of New Jersey which discharges into the Arthur Kill at Elizabeth- port. Before improvement by the United States its width varied from 50 to 90 feet, and it had a high-water depth of 4 feet at the head of navigation at Broad street, Elizabeth, about 21 miles above its mouth. The original and existing project, approved March 3, 1879, con- sists in dredging a channel 60 feet wide and 7 feet deep at mean high water, at an estimated cost, revised in 1881, of $43,160. The amount expended on this work to June 30, 1908, was $51,533.84, of which $27,000 was used for carrying out the project and $24,533.84 for maintenance. About two-thirds of the work contemplated under this project has been completed. A channel 7 feet deep at mean high water and from 30 to 60 feet wide has been dredged from the mouth to Bridge street, Elizabeth. Operations during the fiscal year consisted in dredging under con- tract for maintenance of channel between South and Summer streets, Elizabeth. The maximum draft that could be carried to Bridge street, Eliza- beth, about one-fourth mile from the head of navigation at Broad street, on June 30, 1908, was about 4 feet at mean high water. Mean range of tides: At mouth, 4.7 feet; at Bridge street, Elizabeth, 3.4 feet. Under existing conditions stated in the district officer's report, no further appropriation is recommended. * See consolidated money statement on page 179. RIVER AND HARBOR IMPROVEMENTS. 177 The commerce of the river is in coal, building materials, and mis- cellaneous freights. It amounted to 21,650 tons in 1895, to 28,865 tons in 1897, to 29,495 tons in 1901, to 40,250 tons in 1902, to 37,136 tons in 1903, to 36,336 tons in 1904, to 28,887 tons in 1905, valued at $247,717; in 1906 to 43,255 tons, valued at $352,784, and in 1907 to 20,053 tons, valued at $87,322. It appears from statements received from shippers that there has been a reduction in freight rates, probably due to this improvement. References to reports on examinations and surveys are noted in Annual Report of the Chief of Engineers for 1904, page 143. Details in reference to this improvement may be found in the Annual Reports of the Chief of Engineers for 1896, page 778, and 1897, pages 1134 and 1185. Map is printed in the Annual Report of the Chief of Engineers for 1905, page 1048. July 1, 1907, balance unexpended -------------------------------- $9, 993. 20 June 30, 1908, amount expended during fiscal year for maintenance of improvement___ - - - --- - - 1, 582. 59 July 1, 1908, balance unexpended- ....... - 8,410.61 July 1, 1908, outstanding liabilities- , 046. 90 3- July 1, 1908, balance available ----------------- 5, 363.71 July 1, 1908, amount covered by uncompleted contracts- 4, 180. 02 Amount (estimated) required for completion of existing project .. 16, 160. 00 (f) Shoal Harbor and Compton Creel.-This harbor is on the south shore of Raritan Bay, 5 miles from Sandy Hook. Compton Creek is a narrow stream emptying into it. The natural harbor is inside the mouth of the creek, where the depth is from 3 to 6 feet at mean low tide. The creek is navigable for about 1 mile above its mouth, where it is crossed by a railroad bridge without a draw. One- fourth of a mile above its mouth it is crossed by a highway draw- bridge. The entrance to this harbor was originally obstructed by a broad flat shoal on which there was a depth of less than 1 foot at mean low tide, the distance between the deep water in the creek and the 4-foot depth in the bay being about one-half mile. The original and existing project, adopted September 19, 1890, proposes a channel 4 feet deep connecting Compton Creek with Rari- tan Bay, the width to be 150 feet in the bay and 75 feet in and near the mouth of the creek, the channel through Shoal Harbor to be pro- tected by a dike if necessary, at an estimated cost of $64,130. The amount expended to June 30, 1908, was $45,500.93, of which sum $17,000 was applied to carrying out the project and $28,500.93 for maintenance. About three-fifths of the dredging contemplated under this project has been completed and a 4-foot channel 75 feet wide has been dredged through Shoal Harbor, connecting Raritan Bay with Compton Creek. During the fiscal year dredging for restoration was in progress under contract. Work was commenced on July 19 and completed on October 24, 1907. The amount of material removed was 13,064 cubic yards, and the projected depth restored in the mouth of the creek and the head of the harbor for a combined length of 2,400 feet. Under existing conditions, as stated in the district officer's report, no further appropriation is recommended. 57101-ENG 1908-12 178 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried June 30, 1908, in the improved channel through Shoal Harbor and Compton Creek to the drawbridge was 4 to 5 feet at mean low water. Mean range of tides, 4.5 feet. The commerce of this locality in farm and fish products, fertilizers, and general merchandise amounted to 180,000 tons in 1901, to 48,790 tons in 1902, to 65,175 tons in 1903, to 28,570 tons in 1904, to 34,340 tons in 1905, valued at $1,198,200; in 1906 to 34,538 tons, valued at $1,167,920, and in 1907 to 62,895 tons, valued at $1,809,380. It appears from statements received from shippers that there has been a reduction on coal freights of 40 per cent, on manure from 40 to 50 per cent, and on fish 20 per cent, as a result of this improvement, and if the improvement is not continued the rates would be very much advanced. Reference to report of examination and survey is noted in the Annual Report of the Chief of Engineers for 1907, page 169. Further details as to this improvement may be found in the Annual Report of the Chief of Engineers for 1897, page 1150. Map is printed in the Annual Report of the Chief of Engineers for 1905, page 1050. July 1, 1907, balance unexpended ---------------------------- $9, 993.20 June 30, 1908, amount expended during fiscal year for maintenance of improvement --------------- 8, 743.56 July 1, 1908, balance unexpended ---------------------- __ _ _ 1, 249.64 Amount (estimated) required for completion of existing project -- 47, 130. 00 (g) Cheesequake Creek.-This is a small stream in the eastern part of New Jersey which discharges into Raritan Bay, about 2 miles east of South Amboy. Before improvement by the United States the available navigable depth in the creek was 1 feet at mean low water over the shoals, the distance from the entrance to the upper limit of navigation being 3. miles. The existing project was adopted June 14, 1880, and 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 one-half mile to the westward. This was to be obtained by dredging and constructing parallel jetties of stone, 200 feet apart, on each side of the dredged channel; 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, 31 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. Stump Creek, a tributary stream emptying into the creek near its mouth, was to be improved by dredging a channel 50 feet wide and 3 feet deep. The cost was estimated at $75,279, which was revised in 1885 to $90,000. Reference to survey and estimate are noted in the Annual Report of the Chief of Engineers for 1905, page 152. The amount expended on the present project up to the close of the fiscal year ending June 30, 1908, was $49,352.28, of which $40,000 was used in carrying out the project and $9,352.28 in maintenance. About four-ninths of the work contemplated under this project has been completed, and the work accomplished consists of the construe- RIVER AND HARBOR IMPROVEMENTS. 179 tion of the two parallel stone jetties at the mouth, the dredging of a 5-foot channel between them connecting the creek with the 5-foot curve in Raritan Bay, and the construction of the pile dike closing the old outlet. Operations during the fiscal year consisted in dredging under con- tract for maintenance of the entrance channel from Raritan Bay to the highway bridge. Work was commenced on July 17 and com- pleted August 21, 1907, and the amount of material dredged was 8,236 cubic yards; 5 feet depth was restored in the channel. The improvement has not advanced sufficiently to affect freight rates. It is proposed to expend the amount estimated as a profitable expenditure in maintenance. The maximum draft that could be carried through the mouth of the creek on June 30, 1908, was about 5 feet. Mean range of tides, 5.1 feet. The commerce of the creek is principally in fertilizer, sand, brick, clay, and farm produce, and amounted in 1886 to about 50,000 tons, in 1905 to 45,500 tons, valued at $146,050; in 1906 to 83,648 tons, valued at $625,000, and in 1907 to 89,500 tons, valued at $263,100. Further details as to this improvement may be found in the Annual Report of the Chief of Engineers for 1886, page 763. Sketches of Cheesequake Creek are printed in the Annual Reports of the Chief of Engineers for 1882, page 680, and in 1905, page 1051. July 1, 1907, balance unexpended ---------------------------- $3, 996. 10 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 3, 996. 10 Amount (estimated) required for completion of existing project--- 50, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement (a) .----------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended-------------------- $77, 498.07 Received from sale of map during the year --------------------- 1.00 77, 499. 07 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $11, 336.00 For maintenance of improvement ---------------- 39,365. 95 50, 701.95 July 1, 1908, balance unexpended ------------------- 26, 797.12 July 1, 1908, outstanding liabilities -------------------- - 3, 815. 69 July 1, 1908, balance available ------------------------- 22, 981.43 July 1, 1908, amount covered by uncompleted contracts ----------- 16, 425.22 Amount (estimated) required for completion of existing project__ 596, 136.68 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended Jilly 1, 1908--------------------- 158, 095. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G 5.) a See consolidated money statement on this page. 180 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 6. Shrewsbury River, New Jersey.-This river is a large tidal basin in the eastern part of New Jersey, and consists of two bays, each hav- ing an area of about 3 square miles, and known, respectively, as the North Branch (or Navesink River) and the South Branch, and a channel called the main stem, which unites the two branches at their eastern ends and extends northwardly to the outlet at southeast end of Sandy Hook Bay. The river is navigable on the North Branch to Red Bank, 8 miles from the mouth, where it is crossed by three bridges without draws, and on the South Branch to Branchport, 9 miles from the mouth; also to Little Silver, Oceanport, Parkers Creek, North Long Branch, and Monmouth Beach, on the several arms of the South Branch. The part of the river which has been under improvement by the United States consists of the main stem, the North Branch to Oceanic, 5 miles from the mouth, and the South Branch to the vicinity of Sea- bright, about 51 miles from the mouth. The bays above Oceanic and Seabright had sufficient water to accommodate navigation. Before any improvement was begun by the United States the avail- able depth to Oceanic, on the North Branch; was 31 feet, and to Sea- bright, on the South Branch, it was 21 feet; the depth in the main stem was 4 feet. For details see Annual Report of the Chief of En- gineers for 1886, page 756. By act of Congress of August 30, 1852, $1,500 was appropriated for and expended upon a survey to ascertain the extent of a break through the beach between the Shrewsbury River and the ocean, but no work of improvement was begun. First project: By act of Congress of July 11, 1870, a survey of the river was ordered. The report on this survey described a bar across the river nearly opposite the Navesink lights and four smaller bars above, and recommended deepening them by dredging, at an esti- mated cost of $14,000. The work was completed under appropria- tions amounting to $19,000, made in 1871 and 1873, and a new shoal near Lower Rocky Point was also dredged. The dredged channels did not long maintain the improved depth (6 feet at low tide). Existing project, with modifications: The river and harbor act of 1875 provided for a survey of the " North and South branches of the Shrewsbury River, New Jersey." The project provided for dredging at Upper and Lower Rocky Point and a training dike at the entrance to the North Branch, at a total estimated cost of $18,000. This sum was appropriated by the river and harbor act of 1878, but before beginning the work it was decided to make a new and more detailed survey of the river. This survey was made in 1878, and the report presented a plan for improving both branches of the river and main stem to obtain a channel of 6 feet depth at mean low water, with a width of 300 feet in the main stem and of 150 feet in each of the branches, by dredging and constructing pile dikes or training walls. At this time the available depth in the main stem was found to be 5.4 feet at mean low water, in the North Branch 3.5 feet, and in the South Branch, at the entrance, 2.6 feet, practically suspending all navigation in the latter channel. The plan was referred to a Board of Engineers, and with slight modifications was approved by it Feb- ruary 12, 1879. It provided for the construction of seven pile dikes and for dredging at seven different shoal points, at a total estimated cost of $142,086. This project was adopted March 3, 1879, when an RIVER AND HARBOR IMPROVEMENTS. 181 appropriation of $10,000 was made for beginning work. No essential modification of this project has since been made. Nine dikes have been built and the shoals have been dredged and redredged fre- quently in order to maintain the proposed depth of 6 feet. Owing to the change in diking and to the cost of dredging being generally greater than originally estimated, it was found necessary in 1881, 1883, and 1887 to add to the estimate for the completion of the whole work. The existing project for improvement, therefore, is the proj- ect of 1879, with the modifications indicated above, and proposes to secure a channel of 6 feet depth at mean low water, with width of 300 feet up to the junction of the North and South branches and with a width of 150 feet in those branches, by means of dredging and diking, at an estimated cost (including appropriation of 1878 applied to this project) of $234,062. The sum expended under the existing project to the close of the fiscal year ending June 30, 1908, was $344,068.54, of which $195,393.95 was for carrying out the project, $143,674.59 for maintenance, and $5,000 for the survey made in 1903. The project is completed, dredg- ing, and dike repairs being required for maintenance of channels. Operations during the fiscal year consisted in dredging for mainte- nance. The maximum draft that could be carried June 30, 1908, through- out the limits of the improvement was 6 feet at mean low water in channels not less than 50 feet in width. Mean range of tides: Outer bar, 5 feet; Highlands bridge, 3 feet; Seabright bridge, 1.3 feet. The commerce of this river, mainly min coal, farm products, fer- tilizer, and general merchandise, amounted in 1889 to 906,000 tons; in 1902 to 657,000 tons; in 1903 to 761,000 tons; in 1904 to 780,290 tons; in 1905 to 1,768,500 tons, valued at $8,215,000; in 1906 to 1,668,500 tons, valued at $7,235,000, and in 1907 to 1,718,125 tons, valued at $6,629,750. The passenger traffic is important, the number of people carried by the Patten Line, South Branch, in 1902 being 264,635; in 1903, 277,257; in 1904, 266,157, and in 1905, 310,367. It is proposed to apply the amount recommended as a profitable expenditure to maintenance of the improvement in accordance with the project. It appears from reports received from the Merchants Steamboat Company, and the New York and Long Branch Steamboat Company, that freight rates have been lowered, and maintained, as results of the improvement by the United States; also that the commerce has increased, and that the improvement tends to keep the freight rates down. Further details in reference to this work may be found in the Annual Reports of the Chief of Engineers for 1896, page 797, and 1900, page 185. Report upon survey of 1852 was made in October, 1853, and refer- ences to further examinations and surveys may be found in the Annual Report of the Chief of Engineers for 1904, pages 145-146. Sketches of Shrewsbury River are printed in the Annual Reports of the Chief of Engineers for 1879, 1881, 1882, 1887, 1890, 1891, 1892, and 1893, and maps of the whole river are printed in House Docu- ment No. 123, Fifty-eighth Congress, second session, and in Annual Report of the Chief of Engineers for 1895, page 1054. 182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended ---------------------------- $22, 981.45 Received from sale of map during the year ------------------------ 1.25 22, 982. 70 June 30, 1908, amount expended during fiscal year for maintenance of improvement-----------------------------------------8 049.99 July 1, 1908, balance unexpended ------------------------ 14, 932. 71 July 1, 1908, outstanding liabilities ---------------------------- 2, 202. 68 July 1, 1908, balance available -------------------------------- 12, 730.03 July 1, 1908, amount covered by uncompleted contracts ------------ 10, 198.72 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- 20, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G 6.) 7. Manasquan River, New Jersey.-This is a small stream in the eastern part of New Jersey which empties into the Atlantic Ocean about 26 miles south of Sandy Hook; in its natural condition the low-water depth for several miles above the mouth varied from 4 to 6 feet. The outlet, however, was obstructed by a shifting sand bar, on which the depth did not exceed 11 feet. After severe storms this outlet was sometimes entirely closed, remaining so until sufficient fresh water had accumulated in the river above to force an outlet into the ocean. A project for its improvement, adopted by the river and harbor act of March 3, 1879, based on examination and survey as printed in Annual Report of the Chief of Engineers for 1879, pages 463-466, contemplated obtaining a permanent outlet for thd river nearly at right angles to the shore, with a depth of 6 feet at mean low water; also dredging a channel in the lower river to the same depth. The estimated cost was $52,120. Work was suspended in 1883, after three appropriations, amounting to $39,000, had been expended on the improvement in the construction of two training dikes 1,515 and 475 feet long, respectively. The existing project, approved March 3, 1899, with subsequent modifications, which is a modification of the original project, contem- plates obtaining an outlet 6 feet deep for the river, and also in deep- ening the channel just above the mouth to the same depth, at an additional cost of $18,300 over the amount expended and on hand, making the total estimated cost of the improvement $59,300, to which should be added $1,075 expended for maintenance. References to ex- aminations and surveys are noted in the Annual Report of the Chief of Engineers for 1904, page 147. The amount expended to June 30, 1908, was $41,038.08, of which $39,000 was used for carrying out the project and $2,038.08 for main- tenance. This improvement, under present project, is about half completed. During the past fiscal year no work was done on this improve- ment. No further appropriation is recommended at this time, for reasons stated in the district officer's report. RIVER AND HARBOR IMPROVEMENTS. 183 The maximum draft that could be carried June 30, 1908, was about 2 feet at mean low water. Mean range of tides, 2.4 feet. The commerce of the inlet amounts to practically nothing. The river is used principally by small fishing craft; also by pleasure boats during the summer season. The improvement has not advanced to a condition which would affect the rates of freight. It is stated that there will be a reduction when the entrance is made navigable. It is proposed to apply the available balance to the maintenance of the improvement. Detailed descriptions of this improvement and histories of the work and maps are printed in the Annual Reports of the Chief of Engineers for 1880, Part 1, pages 547-556; 1882, Part 1, page 701; 1898, page 1070, and 1905, page 1056. July 1, 1907, balance unexpended ----------------------------- $4, 976. 64 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 14. 72 July 1, 1908, balance unexpended ----------------------------- 4, 4961.92 Amount (estimated) required for completion of existing project -- 14, 375. 00 (See Appendix G 7.) 8. Removing sunken vessels or craft obstructing or endangering navigation.- (a) Wreck of wooden hulk in Raritan Bay, near Loril- lard, N. J.-This wreck was reported in July, 1906, and was found to be a sunken hulk, just awash at low tide and a menace to navigation. The wreck was partially blown to pieces, but not wholly removed, the complete removal not having been required. Settlement with Jesse A. Gray, who had charge of the work of removal, was made on the basis of fair value for the work actually done. The total amount expended was $597.77. (b) Wreck of canal boat Thomas Walker in the Raritan River, New Jersey.-This wreck was sunk in the Raritan River at the dock of the Bloomfield Clay Company. The removal under contract was com- pleted on December 24, 1907, at a cost of $900. (c) Wreck of schooner Crystal in Kill van Kull, off Constable Point, N. J.-This wreck was first reported in November, 1907, and was found sunk off pier 5 of the Standard Oil Company, Constable Point, N. J. The removal, under emergency, was completed on December 3, 1907, at a cost of $479. (See Appendix G 8.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were re- viewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress, and printed in documents as indicated: 184 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. Preliminary examination of Rahway River, New Jersey.-Re- port dated August 20, 1907, is printed in House Document No. 350, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminaryexamination of Arthur Kill, westerly side of Buck- wheat Island, New Jersey, with a view to deepening the' channel. Report dated July 18, 1907, is printed in House Document No. 533, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States. IMPROVEMENT OF RIVERS AND HARBORS IN THE PHILADELPHIA, PENNSYLVANIA, DISTRICT. This district was in the charge of Maj. J. C. Sanford, Corps of Engineers, to May 5, 1908, and in the temporary charge of Maj. Her- bert Deakyne, Corps of Engineers, since that date. Division engi- neer, Col. D. W. Lockwood, Corps of Engineers. 1. Delaware River, New Jersey and Pennsylvania.-Trentonii, the head of natural and actual navigation of the Delaware River, is about 30 miles abpve the upper end of the port of Philadelphia. In its original condition this stretch of river was obstructed by several shoals. Between Bordentown and Trenton, a distance of about 5 miles, a narrow and circuitous channel existed which carried only from 3 to 6 feet at mean low water. At Kinkora bar, about 9 miles below Trenton, there was a shoal carrying 71 feet, and at Fivemile bar, opposite the upper part of Philadelphia, a shoal crossed the Pennsylvania channel, carrying only 3 to 4 feet at mean low water. There was, however, a depth of 13 feet past Fivemile bar in the New Jersey channel south of Petty Island. Below Philadelphia the river in its original condition presented obstructions 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 Bulkhead shoal and Baker shoal to about 20 feet, and at Duck Creek flats to about 20 feet. The lower end of Duck Creek flats is 56 miles below Philadelphia. In that part of the Delaware River between Trenton, N. J., and Bridesburg, Pa., efforts in the past have been directed toward reliev- ing commerce from the obstructions which exist in the upper 9 miles of the river and toward deepening the channels across Perriwig and Kinkora bars. Previous to 1885 the efforts to improve the river between Philadel- phia and the bay were confined to dredging, except at Schooner ledge, where solid rock was removed. The work was done under appropria- tions 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 improvement of Delaware River and Bay, recommended, in a project dated January 23, 1885, and adopted in that year, the formation of a ship channel from a point opposite Philadelphia and about mid- way between the American Ship Building Company's yard and the Gas Trust wharf to deep water in Delaware Bay, having a least depth of 600 feet and a depth of 26 feet at mean low water. The RIVER AND HARBOR IMPROVEMENTS. 185 formation of such a channel was to be obtained, except at Schooner ledge, where rock would have to be removed, by regulating 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 was about $2,425,000, which covered the estimated cost of the permanent im- provement of the Delaware River between the upper part of Phila- delphia and deep water in the bay. The annual cost of maintenance was estimated at 10 per cent of the original cost for dredging and 1 per cent of the original cost for dikes. This estimate of cost did not include the improvement of Philadelphia Harbor, which was a separate project. With appropriations aggregating $3,935,000 there was completed between 1888 and 1898 a project for improving the harbor between Philadelphia, Pa., and Camden, N. J., which provided a channel depth of 26 feet at mean low water from Christian street, Philadel- phia (Kaighn Point, N. J.), up to the Pennsylvania Railroad bridge at Fishers Point, N. J. In 1906 an allotment of $10,000 was made for redredging shoal places within the limits of this improvement, from the emergency appropriation contained in the river and harbor act approved March 3, 1905. Final report on the completion of this project is printed in the Annual Report of the Chief of Engineers for 1899, page 1330, and an account of the work done under the emer- gency allotment in the Report for 1907, page 1100. In the river and harbor act approved March 3, 1899, Congress adopted a new project for the improvement of the river, providing for the formation of a channel 600 feet wide and 30 feet deep from Christian street, Philadelphia, to deep water in Delaware Bay, at an estimated cost of $5,810,000. This project superseded the project of 1885. At the time of adoption of the new project the 26-foot chan- nel, with widths varying from 200 to 600 feet, had been formed from the upper part of Philadelphia Harbor to the bay, except at the fol- lowing-named localities: Tinicum Island shoal, depth from 23.6 feet to 26 feet over a distance of about 4,200 feet; above Schooner ledge, depth from 24 feet to 26 feet over a distance of about 4,800 feet; from below Marcushook to Bellevue, depth from 23 to 26 feet over a distance of about 13,500 feet. These distances are measured on the range lines. The distances measured between- the 26-foot curves on the lines of deepest water were much shorter. Part of the 26-foot channel above Marcushook, Pa., was dredged by the city of Philadelphia under the supervision of this office, with money appropriated by the city of Philadelphia. At the same time there was between Trenton and Philadelphia a channel 6 feet deep at mean low water through Perriwig bar, a depth of 7 feet in the eastern channel at Bordentown, a channel 8 feet deep through Kinkora bar, and a channel 26 feet deep over the whole width through Fivemile bar. The total amount expended on the 26-foot project since its adop- tion, in 1885, was $1,532,688.81, of which about $200,000 is estimated to have been applied to maintenance. In addition to this expenditure the following sums were expended since the adoption of the 26-foot channel, in 1885, on special localities on the river under appropria- tions made for the purpose: 186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Channel across Smiths Island bar, between Philadelphia, Pa., and Camden, N. J-----------------------------------------$30, 000.00 Between the upper part of Philadelphia, Pa., and Trenton, N. J -- 37, 500. 00 Rebuilding and enlarging dike at junction of Schuylkill and Dela- ware rivers--------------------------------------------3, 000.00 Removing rock ledge opposite Petty Island--------------------- 69, 463.26 Expenses of Board of Engineer officers on project for channel 30 feet deep and 600 feet wide -------------------------------- 7, 000. 00 Total -------------------------------------- 146, 963.26 The entire amount expended on the improvement of the Delaware River from 1836 to June 30, 1908, under appropriations for special localities and the general river improvement, not including Phila- delphia Harbor, was $8,582,955.29, of which $174,115.75 was expended on the part of the river between Trenton and Philadelphia and $8,710.17 for maintenance. Work under the existing project below Christian street was com- menced under an appropriation of $300,000 contained in the river and harbor act of March 3, 1899, and has been prosecuted under this and subsequent acts. Under the provisions of this act $69,463.26 was applied to the improvement of the river between Trenton and Chris- tian street, $7,000 to the expenses of the Board of Engineer officers on project for a 30-foot channel, and the balance, $223,536.74, under the existing project. The river and harbor act approved March 2, 1907, appropriated the sum of $895,000 for completing this improvement and authorized the letting of contracts to the extent of $500,000 additional for main- tenance of the dredged channel, this amount to be available, however, for use in completion of the project. Of this appropriation the sum of $40,000 is to be applied to maintenance of the dredged waterway in Philadelphia Harbor above Christian street, Philadelphia. Of the sum of $500,000 authorized by the river and harbor act of March 2, 1907, $375,000 was appropriated in the sundry civil act approved May 27, 1908, leaving $125,000 yet to be appropriated under the authorization. Up to the close of the fiscal year ending June 30, 1908, the sum of $5,551,303.22 was expended on the work of the existing project in surveys, in dredging at Duck Creek flats, Baker shoal, Salem Cove flats, Deep Water Point, Cherry Island flats, Schooner ledge rock area, Tinicum and Mifflin bar shoals, and in the construction of bulk- heads for the reception of dredged material and to act as training walls to direct the currents. At Baker shoal the work of bulkhead construction has resulted in the completion of 30,627 linear feet of structure. At Cherry Island flats the work of bulkhead construction has resulted in the completion of 4,535 linear feet of structure. The work of dredging under the 30- foot project resulted in the formation of a channel 30 feet deep at mean low water, about 20,500 feet long, and with an average width of 600 feet through the upper part of Baker shoal; a channel of the same depth, with length of 43,000 feet, and 600 feet in width through Duck Creek flats shoal; a channel of the same depth and 600 feet in width for a distance of 12,500 feet through Salem Cove flats shoal; a chan- nel of the same depth and 600 feet in width for a distance of 25,500 feet through Cherry Island flats shoal; a channel of the same depth RIVER AND HARBOR IMPROVEMENTS. .187 and varying in width from 280 to 600 feet in section 3, subsections A and B, and section 5, subsections A and B, to the south lilp of Pennsylvania. The work of rock removal at Schooner ledge is now about 90 per cent completed. The greatest draft of water that could be carried at mean low water on June 30, 1908, over the shoalest part of the river below Philadel- phia, was about 22.8 feet on center line of channel on Liston light- house range, below Listons Point, Delaware. The material in the channel at this locality is very soft mud. It is proposed to apply the available and authorized funds to com- pletion of the project and maintenance of the dredged channel. This will include widening of the channel beyond 600 feet at the bends below Philadelphia, as well as dredging minsubsections 3 A, 3 B, 5 A, and 5 B to obtain the project width, completion of rock removal at Schooner ledge, and surveys, engineering and office expenses under the general project, the work to be done by contract or by hired labor and Government plant, as may be to the best interests of the United States. The additional funds asked for will be applied to maintenance of the channel from Delaware Bay to the upper limits of the harbor of Philadelphia at the railroad bridge near Fishers Point. In 1905 the State of Pennsylvania and the city of Philadelphia ap- propriated sums aggregating $750,000 to be expended in accordance with the general project on that part of the river between the south line of Pennsylvania and the city of Philadelphia. This money is to be expended by the city of Philadelphia, and the work to be done is to be under the supervision of the United States engineer officer in charge of the improvement. * Under date of July 27, 1906, the United States entered into an agreement with the city of Philadelphia whereby Government plant should be placed on the work in sections 7 and 8 and operated under the direction of this office; all cost of the work to be paid by the city of Philadelphia. The city further entered into a contract with the American Dredging Company, under date of October 27, 1906, for the dredging of the entire channel to full width and depth in sec- tions 6 A, 6 B, and 9 for a lump sum in each case. Work under the above agreement with Government plant in sec- tions 7 and 8 has resulted in a channel through Tinicum Island flats 30 feet deep and from 400 to 600 feet in width, and a channel through Mifflin Bar shoal 30 feet deep and 600 feet wide. The contract dredging has resulted in a channel 30 feet deep and 600 feet wide through section 6, subsections A and B, and through section 9, to Christian street, Philadelphia. For 1890 the total foreign freight movement of the Delaware River was estimated at 2,923,994 tons and the total domestic freight move- ment at 8,433,276 tons; total, 11,356,270 tons. For 1907 the total for- eign freight movement was estimated at 5,857,236 tons and the total domestic freight movement at 21,426,293 tons; total, 27,283,529 tons. The deepening of the channel below Philadelphia increases the number of deep-draft vessels trading with foreign ports. The estab- lishment of existing lines has resulted in lower import and export 188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rates. The maintenance of a deep channel from Philadelphia to the sea 4Iso affects the rates at other ports by keeping up the competition between them and this port. No exact figures can be given which will show the amount that freight rates have been lowered by the im- provement. COMMERCIAL STATISTICS. The following statement concerning the foreign commerce of the Delaware River for the years ending December 31, 1906 and 1907, is compiled from the re- ports of the Board of Trade of the city of Philadelphia: Articles. 1906. 1907. IMPORTS. Tons. Tons. Drugs and chemicals ......................................................... 21.3,206 144,717 Hemp, jute, flax, and their fabrics ............................................ 31,295 36,257 Iron, manufactured............................................................ 68, 333 31,396 Iron ore.......................................................... 377,241 600,598 Sugar .................................................................. 255,057 200,370 Miscellaneous.... ................................................. 787,803 787,182 Total............................................ ........................ 1,732,935 1,800,520 EXPORTS. Coal............................................................................ 642, 249 930,599 Grain and flour ............................................................... 343,019 581,013 Petroleum and products.......................................................1,209, 642 1,124,673 Miscellaneous.................................................................. 1,606,085 1,420,431 Total........................ .. ............................ 3,800,995 4,056,716 The following statement concerning the domestic and coastwise commerce of the Delaware River for the years ending December 31, 1906 and 1907, has been compiled from returns made by shippers, consignees, and carriers: 1906. 1907. Articles. Tons. Value. Tons. Value. ARRIVALS. Chemicals ....................................... 164,818 $3, 794,174 312,560 $4,825,498 Coal.............................................. 617,089 2,236,895 715,493 2, 553,793 Lumber.......................................... 857,713 13,652,523 961,347 10, 588,854 Sand ............................................. 2, 052,441 1,338,378 2, 345,398 1,283,131 Miscellaneous ................................... 4,656,566 670,781,019 4,827,537 781,240,860 Total......................... ............... 8,348,627 691,802,989 9,162,335 800, 492, 136 DEPARTURES. Chemicals ....................................... 79,644 2,191,711 119,385 2,344,170 Coal .............................................. 7,730,543 27,206,621 7, 877,432 80, 764, 762 Fertilizers ... ........................... 110, 931 2,335,920 114,736 2,303,720 Iron, manufactured ....... ............... 76,239 2,549, 832 20, 096 485,198 Miscellaneous ... ........................ 4, 231,133 586, 039,298 4,132,309 573,344,187 Total................... ................ 12,228,490 620, 323,382 12,263,958 609,242,037 RIVER AND HARBOR IMPROVEMENTS. 189 July 1, 1907, balance unexpended - ---------------------- a $1, 033, 273. 82 June 30, 1908, credited to appropriation during fiscal year: Sales of blueprints, $21.99; account services U. S. dredge Delaware in New York Harbor, $9,716.05; property trans- ferred to appropriation for improving harbor at Key West, Fla., $20.62_--------------------------------------------- 9, 758.66 Amount appropriated by sundry civil act approved May 27, 1908 _ ------------------------------------------------ 375, 000. 00 a 1, 418, 032. 48 June 30, 1908, amount expended during fiscal year for works of improvement ------------------ $617, 546.28 To be restored to appropriation on account of pay- ments made for Quartermaster's Department, $2,601.08; Isthmian Canal Commission, $192.61 2, 793.69 614, 752.59 July 1, 1008, balance unexpended_ _ a 803, 279. 89 July 1, 1908, outstanding liabilities... a 131, 001. 60 July 1, 1908, balance available ---------------------------- 672, 278.29 July 1, 1908, amount covered by uncompleted contracts ------- 198, 819. 54 Amount (estimated) required for completion of existing project 125, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the balance unexpended July 1, 1908 ------------------ 390, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix IHI 1.) V. Perriwig bar, Delaware River.-The project for this improve- ment was adopted March 2, 1907, and provides for dredging a chan- nel 7 feet deep at mean low water with a bottom width of 200 feet, in three straight stretches through Perriwig bar, between Trenton and Bordentown, at estimated cost of $50,000. This sum was appro- priated in the river and harbor act of March 2, 1907, for completing the improvement. The plan of proposed improvement is printed in House Document No. 852, Fifty-ninth Congress, first session. During the fiscal year ending June 30, 1907, the sum of $530.29 was expended in a survey of the locality and other preliminary work with the view to a contract for the work to be done. During the past fiscal year the sum of $48,829.37 was expended in dredging a channel under the project. The work has resulted in the formation of a channel through the bar 7 feet deep at mean low water, about 6,000 feet long and with a bottom width of 200 feet. This improvement has enabled the steamship companies to con- tinue their service and maintain the present low freight rates be- tween Philadelphia and Trenton. Otherwise these steamers would necessarily have been withdrawn and the only means of communica- a This amount includes a balance of $15.67 remaining from an allotment of $10,000 for Philadelphia Harbor, from the emergency appropriation made in the river and harbor act of March 3, 1905. b Of this amount $125,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907, and $265,000 for work of maintenance, including Philadelphia Harbor above Christian street. 190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tion between the two cities would have been by railroad, on which the freight rates are much higher than by water. July 1, 1907, balance unexpended ---------------------------- $49, 469. 71 June 30, 1908, amount expended during fiscal year for works of improvement_ ------------------------------------------ 48,829.37 July 1, 1908, balance unexpended ------------------------------- 640.34 July 1, 1908, outstanding liabilities ----------------------------- 168. 33 July 1, 1908, balance available --------------------------------- 472. 01 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the balance unexpended July 1, 1908...--------------------------- 1,500.00 Submitted in compliance with requirements of sundry civil act of SJune 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix H 2.) 3. Bordentown bar Delaware River.-Under date of April 20, 1908, an allotment of $500 was made by the Secretary of War from the emergency appropriation of $300,000, carried by the river and harbor act approved March 2, 1907, for a survey to determine the work necessary to restore the channel for navigation. An additional allotment of $9,500 was made from the same appro- priation under date of June 8, 1908, for dredging under the project. The project provides for a channel 7 feet deep at mean low water, with a bottom width of 200 feet, or as near that width as the funds will permit, in two straight reaches through Bordentown bar. During the past fiscal year the sum of $256.09 was expended in a survey of the locality, and dredging under an emergency contract was begun. About 60 per cent of the work was completed at the end of the year. Amounts allotted from appropriation for emergencies in river and harbor works, act of March 2, 1907: April 20, 1908, for survey --------------------------------- $500. 00 June 8, 1908, for restoration of channel 9, 500.00 10, 000. 00 June 30, 1908, amount expended during fiscal year for survey work- 256. 09 July 1, 1908, balance unexpended- -- 9, 743.91 July 1, 1908, outstanding liabilities- --- 285. 53 July 1, 1908, balance available_ ------------------------- 9, 458. 38 July 1, 1908, amount covered by uncompleted contracts------------ 9, 000.00 (See Appendix H 3.) 4. Ice harbor at Marcushook, Pa.-In 1785 the Commonwealth of Pennsylvania built two wharves upon crib piers at Marcushook for the convenience of commerce. In 1829 an appropriation was made by Congress for repairing the piers and improving the harbor. In 1866 a project was adopted for a harbor in Delaware River to protect vessels against moving ice. The old work at Marcushook was utilized as far as possible. The amount expended from 1866 to June 30, 1908, was $213,962.46. Since 1899 all expenditures have been for repairs and maintenance. The last amount appropriated for the work was $5,000, by act of September 19, 1890. The harbor covers an area of 12 acres, of which about one-half has a depth of 12 to 18 feet and the other half 18 to 25 feet at mean low RIVER AND HARBOR IMPROVEMENTS. 191 water. The protection consists of the old landing piers and seven detached piers, having foundations of wooden cribs filled with stone, the superstructures being faced with cut stone. The detached piers are in need of minor repairs. During the past fiscal year no work was in progress. Rules for the use of the landing piers were approved by the Acting Secretary of War under date of April 29, 1904. July 1, 1907, balance unexpended_---------------------- $37.54 July 1, 1908, balance unexpended - ------ 37.54 (See Appendix H 4.) 5. Iron pier in Delaware Bay, near Lewes, Del.-The original proj- ect for this work proposed the construction of a landing pier about 1,700 feet in length, extending from the shore south of the break- water 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- mounted by a timber superstructure. The work was commenced in 1871 and completed, except as to superstructure, in 1880. The work done to June 30, 1890, 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 pierhead was about 21 feet at mean low water. Since construction the pier has been repaired and cared for by the United States. The total expenditures to June 30, 1908, were $385,339.40. Of this amount, $27,000 was applied to the maintenance of the improvement. The right to use the pier for railway purposes, granted in the act of July 15, 1870, has never been exercised, and doubtless never will be, as the pier has not sufficient strength to support the weight of modern freight engines. It is therefore impossible to obtain any assistance from the railroad company in maintaining and repairing the structure. During the past fiscal year no work was in progress. The pier is of great use for the purposes of the Government engi- neer, light-house, and quarantine services. It is of very great value to vessels frequenting the breakwater harbor in winter, when the harbor is packed with floating ice, rendering the anchorage danger- ous. At such times vessels eagerly seek its shelter and protection. It is proposed to hold the available balance of $820.60 for main- tenance and repairs as needed. The mean range of tide at the pier is 4.5 feet. July 1, 1907, balance unexpended --- $820. 60 July 1, 1908, balance unexpended ------------------ --- 820.60 (See Appendix H 5.) 6. Delaware Breakwater, Delaware.-The final report of the local officer upon this work was submitted June 19, 1899, and is printed in the Annual Report of the Chief of Engineers for 1899, page 1346. The depths in the protected anchorage vary from 111 to 18 feet at mean low water, and the harbor is available for vessels drawing up to about 16 feet. The amount expended on this work up to June 30, 1908, was $2,807,479.06. No portion of this amount has been applied to main- tenance. 192 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year ending June 30, 1903, a survey of the break- water harbor was completed as a part of a survey of the national harbor of refuge. The mean range of tide is 4.5 feet. It is proposed to reserve the available balance of $875.64 for repairs to the breakwater and for surveys and examinations of the work. July 1, 1907, balance unexpended__- -$875.64 - July 1, 1908, balance unexpended_ _- - - - 875.64 (See Appendix H 6.) 7. Harbor of refuge, Delaware Bay, Delaware.-The project for the construction of this harbor, which was adopted and provided for under the continuous-contract system in the river and harbor act of June 3, 1896, includes the construction of a breakwater on the line of least depth along the eastern branch of the shoal known as the " Shears," and the construction of a row of ice piers across the upper end of the harbor to protect it from ice descending the bay, at a total cost not to exceed $4,665,000. No expenditures were made on this improvement previous to June 30, 1896. Up to the close of the fiscal year ending June 30, 1908, $2,238,205.34 had been expended in the construction of the breakwater and ice piers. No part of this amount was applied to the maintenance of the work. During the fiscal year ending June 30, 1904, the sum of $338.43 was expended on a survey made of the harbor. The breakwater was completed on December 11, 1901. The super- structure of the breakwater has a length of 7,950 feet and the sub- structure a length of 8,040 feet, measured on the low-water line. A project for the construction of 10 ice piers was submitted on April 5 and approved April 23, 1900. This work was commenced during the fiscal year ending June 30, 1901, and completed November 22, 1902. Seventy-one thousand three hundred tons of stone was deposited in the work. A project for the construction of additional ice piers was submitted under date of June 7 and approved June 30, 1902. Work under this project was begun August 4, 1902, and completed June 19, 1903. Thirty-seven thousand six hundred and seventy-three tons of stone was deposited, completing 5 ice piers. A report was submitted under date of November 19, 1902, contain- ing project and estimates for further protection of the harbor. A further report on this subject, containing a detailed project and esti- mate of cost of the proposed extension of the breakwater at this harbor, was submitted under date of November 14, 1903. Both reports and the recommendations of the Board of Engineers for Rivers and Harbors are published in House Document No. 548, Fifty- eighth Congress, second session, and also contained in the Annual Report of the Chief of Engineers for 1904, pages 1215-1225. It is proposed to reserve the available balance of $1,128.66 for repairs and surveys and examinations of the work. The great value of this harbor to commerce is due to its location. It is about equidistant from New York, Philadelphia, and the capes of Chesapeake Bay (the ocean entrance for the ports of Baltimore, RIVER AND HARBOR IMPROVEMENTS. 198 Norfolk, and Newport News), and is therefore an especially conven- ient port of call for the entire commerce of the North P tlantic coast. It is now largely used by vessels awaiting orders to ports for dis- charge or loading. During the year ending December 31, 1907, 1,035 vessels (not including small craft) called at this harbor. By the construction of the breakwater the usefulness of this anchor- age has been greatly increased, not only as a port of call but also as a harbor of refuge. Vessels bound from northern to southern or from southern to northern ports are able to go to sea in doubtful weather with the assurance of finding ample protection at the Delaware capes if overtaken by storm. Details as to this improvement may be found in the Annual Report of the Chief of Engineers for 1897, page 1216. A map is printed in House Executive Document No. 112, Fifty-second Congress, first session. The mean range of tide is 4.5 feet. July 1, 1907, balance unexpended ------------------------------ $1, 128. 66 July 1, 1908, balance unexpended --------------------------------- 1, 128. 66 (See Appendix H 7.) 8. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of barge Alice in Delaoware River near Tini- cum Island.-This wreck was considered an obstruction to naviga- tion; its removal was authorized on June 30, 1904. The removal of this wreck was completed May 7', 1908, plant belonging to the United States and hired labor being employed in the execution of the work. The total cost of its removal was $422.98. (b) Wreck of barge Alfred in Delaware River, PhiladelphiaHar- bor.-This wreck being considered a dangerous obstruction to navi- gation, its removal was authorized under date of November 7, 1907. The work of removal by contract was completed December 24, 1907, at a total cost of $1,228.42. (c) Wreck of schooner Eden in Delaware River close to Tinicum Island Range.-This wreck being considered a dangerous obstruction to navigation, its removal was authorized under date of February 25, 1908. A contract for the removal of this wreck has been entered into, but at the close of the fiscal year the work had not been completed. (d) Wreck of a houseboat in Delaware River off the wharf at Fort Mott, N. J.-This wreck being considered a dangerous obstruction to navigation, its removal was authorized under date of June 2, 1908. The removal of this wreck was commenced by employment of plant belonging to the United States and hired labor, but at the close of the past fiscal year had not been completed. The total amount expended during the past fiscal year upon re- moval of wrecks was $1,651.40 (See Appendix H 8.) EXAMINATION AND SURVEY REQUIRED BY THE RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. The local officer was also charged with the duty of making a pre- liminary examination and survey of Neversink River, New York, and reports thereon will be duly submitted. 57101-ENG 1908- 13 194 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE WILMINGTON, DELAWARE, DISTRICT. This district was in the charge of Maj. C. A. F. Flagler, Corps of Engineers, to January 17, 1908, in the temporary charge of Maj. J. C. Sanford, Corps of Engineers, from January 17 to March 19, 1908, and in the charge of Major Flagler since March 19, 1908. Division engineer, Col. D. W. Lockwood, Corps of Engineers. 1. Rancocas River, New Jersey.-The Rancocas River is a tributary of the Delaware River, its mouth being about 11 miles above the Pennsylvania Railroad terminal and ferry at Camden, N. J. In its original condition the minimum depth was 44 feet at mean low water from the junction of the forks near Centerton to its mouth, a distance of 7J miles. Above Centerton the depth on the Mount Holly Branch, a distance of 51 miles, was generally about 2 feet. From the forks to Moores Landing, the head of navigation on the Lumberton Branch, a distance of 3.6 miles, the low-water depth over shoal places was 3 feet. The mean range of tides at Centerton is about 5 feet. The original project, which was adopted by Congress in the act of March 3, 1881, proposed the formation, by a dike at Coates bar, and dredging elsewhere, of a channel from 150 to 200 feet wide and 6 feet deep at mean low water from the mouth to Centerton and thence to Mount Holly, a channel 5 feet deep. Operations under this project were carried on from 1881 to 1895, and were directed to the formation of a low-water channel 100 feet wide and 6 feet deep from the mouth to Centerton and 50 feet wide and 5 feet deep for a distance of about 1 miles above Centerton. Since 1895, operations have been confined to improvement of Lum- berton Branch by construction of contraction works and by dredging. No work was done during the past fiscal year. No further work is proposed. The amount expended on this improvement to June 30, 1908, is $44,500.21, of which $7,000 was on the Lumberton Branch. No part of this was for maintenance. The expenditure during the year was for examination and contingent expenses. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the river between the mouth and the " Forks" and Centerton, was 5 feet. No complete statistics have been furnished, but it is reported that 442,170 tons of building sand, valued at $104,040, cover the shipments from the river and 2,500 tons of pig iron, valued at $50,000, cover the shipments to the river. No statement of vessels trading in the river could be obtained. It was also impracticable to ascertain what direct effect the improvement of the channel has had upon freight rates. July 1, 1907, balance unexpended ----------------------------------- _ $20. 76 June 30, 1908, amount expended during fiscal year -------------------- 20. 76 (See Appendix I 1.) 9?. Cooper Creek, New Jersey.-This creek enters the Delaware River in the city of Camden, just above Cooper Point. It was navi- gable at mean high water for a distance of 9 miles from its mouth for RIVER AND HARBOR IMPROVEMENTS- 195 vessels drawing 5 feet, and for the first 5 miles for vessels of 11J feet draft. The mean range of the tide at the mouth is about 6 feet. For a distance of 1 miles from the mouth the width of the stream aver- aged about 80 feet at low water and about 120 feet between the banks, and the channel in its original condition had a depth at mean high water of from 12 to 15 feet, except at one place where the depth was 9 feet. The project for this improvement, was adopted in the river and harbor act of June 3, 1896, and is printed in the Annual Report of the Chief of Engineers for 1895, page 1102. It provides for the forma- tion, by dredging, of a channel 70 feet wide at bottom and 18 feet deep at mean high water from the mouth of the creek to Browning's Chemical Works and a channel of the same dimensions through the bar just outside the mouth-in all, a distance of about 9,000 feet. The estimated cost, including contingencies, is $35,000. The river and harbor act of June 3, 1896, appropriated $37,000 for completing this improvement, of which $2,500, or as much thereof as might be necessary, was to be expended in rebuilding the dike on the government reservation in the Delaware River at Woodbury Creek. The sum of $2,500 was expended in rebuilding the dike at Wood- bury Creek referred to, and the channel in Cooper Creek was dredged. This dredging resulted in the formation of a channel extending from the mouth to the Camden Iron Works, 7,500 feet long, 50 to 70 feet wide, except at the bridges, where the widths are 30 feet, and 18 feet deep at mean high water (12 feet at mean low water). At State street the depth made was only 14 to 15 feet on account of a city water main crossing the stream at that depth. Further operations were suspended to await the lowering of this pipe, which was con- templated by the city. The lowering of this pipe was completed in September, 1907. About 65 per cent of the projected work is com- pleted. No work was done on the improvement during the past fiscal year. The expenditure was for examinations and contingent expenses. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the channel was 10 feet from the Delaware River to Federal Street Bridge, thence 7 feet to the Camden Iron Works, and thence 6 feet to Browning's Chemical Works. The amount expended to June 30, 1908, is $31,000.68, exclusive of the $2,500 expended in rebuilding dike at Woodbury Creek. Of this amount $5,324.58 was for maintenance. It has been impracticable to procure complete commercial statistics, but so far as received the total tonnage of receipts and shipments on the creek for the calendar year ending December 31, 1907, was 364,611, valued at $1,632,210. The effect of the improvement made in this stream on freight rates is that it has reduced the rates by permitting larger vessels to be secured for long voyages, which was formerly impossible. The rail- road rates to points in the United States east of Cape Cod are 25 per cent higher than by water. It is proposed to expend the funds recommended below to com- pletion to project dimensions of the channel above the State Street Bridge and in maintenance work. 196 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 1, 1907, balance unexpended ----------------------------- $3, 529. 24 June 30, 1908, amount expended during fiscal year for maintenance of improvement _ __ _ _ __ _ _ _ -_ _ _29.92 July 1, 1908, balance unexpended ------------------------------ 3,499.32 Amount (estimated) required for completion of existing project - 5, 072.96 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 11, 000. 00 .------------------ ____ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 2.) 3. Mantua Creek, New Jersey.-Mantua Creek is a stream flowing into the Delaware River at a point about 10 miles below the terminal and ferry of the Pennsylvania Railroad at Camden, N. J. In its original condition it was navigable at high water for a dis- tance of one-half mile above its mouth to the phosphate works of the I. P. Thomas & Sons Company for vessels of 13 feet draft; thence 31 miles farther, to Paulsboro, for vessels drawing 9 feet; thence 3- miles to Parkers Landing for tugs and barges drawing 6 feet, this being the head of steam navigation; thence 4.1 miles to Mantua, 111 miles above the mouth, small boats and barges of 3 to 4 feet draft passed up on the tide. The navigable portion is generally bordered by low ground, protected from overflow by earthen banks. The general course of the stream is tortuous, and its navigation was much obstructed by bars, sharp bends, and the upper portion by stumps and overhanging trees. The stream, on account of its flat watershed, is subject to only mod- erate freshets, which seldom exceed 2 to 3 feet above tide water. The range of tide is 6 feet at the mouth, 4.5 feet at Paulsboro, 3.4 feet at Berkley, and 2 feet at Mantua, which is the head of navigation. The low-water width near the mouth averaged 160 feet, decreasing to about 100 feet at Paulsboro. Above Paulsboro the width decreased to 88 feet at Parkers Landing, and near Mantua to 50 feet. The approved project for the improvement, which was adopted by Congress in river and harbor act of March 3, 1899, contemplates the dredging of a channel 100 feet wide on the bottom and 12 feet deep from the 12-foot contour in the Delaware River, through the marsh to the phosphate works, a distance of 2,200 feet; thence 80 feet wide on the bottom and 8 feet deep to Paulsboro, 6,300 feet, making a chan- nel nearly direct by cutting off three bends; thence to Parkers Land- ing, near Berkley, 3 miles, with one cut-off 60 feet wide and 7 feet deep; and the dredging of a cut-off 350 feet long, 50 feet wide, and 3 feet deep, 9,000 feet above Berkley; also the removal of overhanging trees above Berkley and the construction of jetties on both sides at the mouth of the creek. The estimated cost of this improvement is $145,030. Such lands and rights as were considered necessary for the cut-offs were purchased in September, 1900, at a cost of $8,000. The channel between the phosphate works and Paulsboro has been dredged to the project dimensions and the three cut-offs made as planned, and a channel 12 feet deep at mean low water dredged direct from the 12-foot contour in the Delaware River to the phosphate works, cut- ting off the old mouth, the width made being 110 feet across the flats and 100 feet at the upper and lower ends of this dredging. Work for the protection of the channel at the new mouth to the extent of the available funds was begun on November 8, 1906, under a RIVER AND HARBOR IMPROVEMENTS. 1.97 contract for jetty and dike construction, and to the end of the fisual year 307 linear feet of jetty had been built on the east side of the entrance to the creek and 301 feet on the west side; also 186 feet of dike to close a gap in the bank of dredged material, just inside of the entrance. The work on this contract closed July 2, 1907, the re- maining 199 feet of dike to make it 385 feet long, having been conm- pleted. The river and harbor act of March 2, 1907, appropriated $34,450 for continuing the improvement and authorized a sufficient amount thereof to be applied to the construction of a dike to close the old mouth of the creek; and with this appropriation a length of 417 feet was added to the east jetty and 278.5 feet to the west jetty, com- pleting them and making them respectively 754 feet and 579.5 feet long; and a dike to close the old mouth of the river, 524 feet long, was constructed. A coitract was also entered into for dredging the channel to a depth of 12 feet at mean low water from the Dela- ware River to the I. P. Thomas & Sons Company's fertilizer works, thence 8 feet to the county bridge, and the removal of shoals above to 7 feet. This dredging is expected to begin shortly. The amount expended on the improvement to June 30, 190 8, is $84,282.84, of which $81,282.84 is on the present project. No ex- penditure has yet been made for maintenance. About one-half of the project remains to be done. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the creek under improvement was 10 feet to the phosphate works, thence 6 feet to Paulsboro, and thence 21 feet to Parkers Landing. It has been impracticable to obtain commercial statistics for the calendar year 1907, but the tonnage reported for 1906 was 240,220, valued at $984,700. The appropriation recommended will be applied toward construc- tion of the project channel above Paulsboro, and to maintenance of the channel below Paulsboro by dredging and bank repairs. July 1, 1907, balance unexpended --------------------------- $37, 850. 32 June 30, 1908, amount expended during fiscal year for works of im- provemenLt__ --------------------------------- - 24, 683. 16 July 1, 1908, balance unexpended -13, 167. 16 July 1, 1908, amount covered by uncompleted contracts ------------ 9, 500.00 Amount (estimated) required for completion of existing project .. 50, 580.00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------------------ 31, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 3.) 4. Raccoon Creek, New Jersey.-This creek rises in Gloucester County, flows in a northwesterly direction, and empties into the Dela- ware River at a point nearly opposite Marcushook, Pa. A pre- liminary examination and survey of Raccoon Creek was made in 1899, and a report, with estimated cost of improvement, is printed in Annual Report of the Chief of Engineers for 1900, pages 1590-1598. It was navigable at high water for a distance of 1 miles above its mouth to Bridgeport for vessels of 9 feet draft, thence 31 miles 198 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. farther to Springer's wharf for vessels drawing 7 feet, and thence 44 miles to Swedesboro, the head of steam navigation for boats and barges having a draft of 4 feet. Above Swedesboro the stream was narrow, shoal, and very crooked. The navigable portion, when it left fast land, wound through meadows lying 2 or 3 feet above low water, which, except for the 2 miles immediately below Swedesboro, were generally protected from overflow by revetted earthen banks. Navigation was much obstructed by bars and a few sharp bends. The range of tide varies from 6 feet at the confluence with the Delaware River to 4.9 feet at Swedesboro, where it is considerably influenced by winds and freshets. The approved project, adopted by river and harbor act of June 13, 1902, proposes the formation of a dredged channel 7 feet deep and 75 feet in width at mean low water from the mouth for a distance of 13 miles to Bridgeport, thence a channel'of the same depth and 60 feet wide to Springer's wharf, and thence a channel 5 feet deep at mean low water and 40 feet in width to the head of navigation at Swedesboro, 91 miles from its mouth, together with the widening of the channel around sharp bends, at an estimated cost of $102,135. A continuous channel has been dredged from the mouth of the creek to the highway bridge at Bridgeport and thence across Springers bar. The length improved was about 5 miles. The channel between the Delaware River and Springer's wharf has been redredged to the project dimensions, and above the latter point the channel has been dredged to a depth of 5 feet at mean low water and a width of 40 feet to the head of navigation at Swedesboro. This completed about three-fourths of the project. No work has been done on the improvement during the past fiscal year. The disbursements were for outstanding liabilities and exam- inations. The river and harbor act of March 2, 1907, appropriated $15,000 for continuing the improvement and for maintenance, and author- ized a sufficient amount thereof to be applied to the making of a cut-off at Molonox shoal, with proviso that no expenditure shall be made thereon until the land needed therefor shall have been deeded to the United States free of expense. The project for the expenditure of this appropriation provides for making the proposed cut-off and redredging the channel where it has shoaled to its project dimensions from the Delaware River to Swedes- boro, and this work is to be undertaken as soon as title is secured to the land required for the cut-off. The title papers are now in the hands of the Department of Justice. The amount expended on the improvement to June 30, 1908, is $24,058.31, of which $3,055.43 was for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the creek was 7 feet from the Delaware River to Bridgeport, 6 feet to Springers, and 5 feet thence to Swedesboro. The improvement of the stream has so far had no marked effect upon freight rates, as sufficient time has not elapsed since the dredg- ming was extended to Swedesboro. Bulky freight by water, however, costs only about half that by rail. The commerce of the creek during the calendar year 1907, as re- ported, was 78,478 tons, valued at $744,750. RIVER AND HARBOR IMPROVEMENTS. 199 The present project as estimated is complete except as to widening at bends and the construction of the cut-off at Molonox shoal, but the execution of the work has improved the stream by increasing the tidal range in the upper waters about 1 foot. To effect the provisions of the project it is therefore necessary to do additional dredging to se- cure the low-water depth provided. It is proposed to expend the funds recommended together with the available balance, in executing the cut-off at Molonox shoal, obtain- ing the project depth on the new mean low-water level, in widening at bends and in maintenance. July 1, 1907, balance unexpended ------------------------------ _ $24, 457. 34 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 515.65 July 1, 1908, balance unexpended-- - - 23, 941.69 Amount (estimated) required for completion of existing project -57, 135.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908------------------------ 15,000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 4) 5. Salem River, New Jersey.-In 1872 the upper part of this river was separated from the lower part by a dam and was connected with the Delaware River by a canal forming two independent streams with mouths about 10 miles apart. Prior to the adoption of the present project $17,209.34 had been expended on improvement of this stream, of which $10,000 was ap- plied to work in Salem Cove, at the natural mouth below Salem, with which a channel 8 feet deep and 100 feet wide at low water was obtained, and $7,209.34 to improvement of the upper river in the formation of a channel 6 feet deep and 50 feet wide at mean low water up to Hoxies Landing. Report of survey on which the present project is based is printed in the Annual Report of the Chief of Engineers for 1897, page 1245, and report thereon by the Board of Engineers for Rivers and Harbors is printed in River and Harbor Committee Document No. 12, Fifty- ninth Congress, second session. The existing project was adopted by the river and harbor act of March 2, 1907, which appropriated $29,000 for completion of the im- provement. It provides for dredging the lower river below Salem 100 feet wide and 9 feet deep at mean low water, amplifying at the bends so as to permit the passage of vessels 200 feet long from Dela- ware River up to the highway bridge over Little Salem Creek, in- cluding the removal of the stony bars in front of the city wharves and at the bend above the brickyard. The estimated cost of this work, as given by the Board of Engineers for Rivers and Harbors in report of January 16, 1907, is $29,000, subsequently increased to $38,600. After an examination of the channel proposals were invited in Ju [y, 1907, for the required dredging, but as only one bid was received, at 27.5 cents per cubic yard, which was considered excessive, it was rejected. Proposals were again opened in May, 1908, under more favorable conditions, the lowest bid received this time being 19.9 cents per cubic yard. 200 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In the examination above referred to it was found that the amount of material to be excavated to obtain the project channel dimensions, with an allowance of 1 foot for overdepth dredging, would be con- siderably in excess of that given in the report of survey of 1897, and upon recommendation of the Chief of Engineers, the Secretary of War, in accordance with section 2 of the river and harbor act of March 2, 1907, authorized the expenditure of the available funds to the excavation of a channel of such dimensions as could be secured thereby. Accordingly, contract was entered into for dredging a channel 9 feet deep at mean low water, with an allowance of 1 foot for overdepth where made, and 100 feet wide from the mouth of the river to deep water in Delaware Bay and 75 feet wide from the mouth up to the highway bridge. This diminished channel will afford sufficient accommodation for navigation until additional funds become available. The estimate for completion is submitted below. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the river under improve- ment between Salem and the Delaware River is 5.5 feet. The amount expended on this improvement to June 30, 1908, is $936.89, no part of which was for maintenance. Expended on previous project, $17,209.34. Total, $18,196.23. It has been impracticable to obtain commercial statistics for the calendar year 1907. The commerce of Salem reported for 1906, and which is believed to be the commerce by both rail and water, was 373,280 tons, valued at $15,411,834. In view of the fact, as stated above, that the approved project can not be completed with the funds appropriated on the original estimate for completion, recommendation is made below for an addi- tional appropriation of $9,600 to complete the project, and for the necessary funds to maintain for one year the channel as now about to be constructed with available funds. July 1, 1907, balance unexpended ----------- _ ------------------- _ $28, 681.21 June 30, 1908, amount expended during fiscal year for works of im- provement ----------------------------------------------- 618. 10 July 1, 1908, balance unexpended_ ----------------------------- 28, 063. 11 July 1, 1908, amount covered by uncompleted contracts - 26, 000.00 Amount (estimated) required for completion of existing project -- 9,600. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908--------------------- 14, 600. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 5.) 6. Alloway Creek, New Jersey.-This is a tidal tributary of the Delaware River, flowing westerly in the southwestern part of New Jersey, its mouth being about 50 miles below Camden, N. J. In its original condition the creek was obstructed between its mouth and Quinton, a distance of about 10 miles, by shoal areas in the upper half of the stream, which reduced the low-water depths to from 1.3 to 4 feet. The mean range of tide is 6 feet at the mouth and 4 feet at Quinton, the head of navigation. RIVER AND HARBOR IMPROVEMENTS. 201 The original project of 1889 proposed the formation by dredging of a channel 6 feet deep at mean low wvater and 60 feet wide from Quinton to a point about 1,000 feet above upper Hancock Bridge; thence a channel of the same depth and 75 feet wide to a locality known as "The Square," where the work was to be supplemented by a dike. At a locality known as the " Canal," in addition to a chan- nel of the last-named dimensions, the width of the stream was to be increased to about 150 feet between its low-water lines. The project was modified on December 10, 1896, so as to provide for a dike formed by a single row of piles above upper Hancock Bridge. This modifi- cation did not increase the original estimated cost of the work, which is $25,000. Channels from 40 to 75 feet wide and 6 feet deep at mean low water have been dredged at various localities, and dikes 300 and 404 feet in length, respectively, have been constructed at " The Square" and above upper Hancock bridge. The channel has been dredged at various points between the upper end of a shoal just above Hancock bridge and a point about 3 miles below, forming a continuous chan- nel 6 feet deep at mean low water and 60 feet wide between the points named. There has been dredged a channel not less than 75 feet wide and 6 feet deep at mean low water from the mouth of the creek to a point about one-half mile below the highway bridge at Hancocks, a distance of 4.92 miles. This completed about three-fifths of the project. No work was done on the improvement during the past fiscal year. The expenditure was for examinations and contingent expenses. The river and harbor act of March 2, 1907, appropriated $5,000 for continuing improvement and maintenance, and authorized a sufficient amount thereof to be applied to the construction of a cut-off at Fosters Bottle, with the proviso that no expenditure shall be made thereon until all land needed for such cut-off shall be deeded to the United States free of expense. A project for the expenditure of this appropriation under the con- ditions of the law has been approved, and at the close of the fiscal year work thereon is awaiting the result of negotiations for the acquisition of the land needed for the proposed cut-off. The title papers are now in the hands of the United States district attorney for New Jersey, for his opinion as to their sufficiency. The amount expended on the improvement to June 30, 1908, is $23,967.13, of which $7,478.11 was for maintenalnce. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the locality under improve- ment to Quinton was 44 feet. The commerce of the creek consists of miscellaneous articles, such as coal, sand, lumber, agricultural products, etc. The tonnage for the calendar year 1907 was 66,515, valued at $1,040,000. The freight rates are reported to have been lowered by reason of the improvement of the creek, but to what extent is not stated. Larger boats are enabled to enter and depart, and shipments have been facilitated very much by avoiding delays in waiting for tides. It is proposed to apply the appropriation recommended below in maintenance of the channel now made and to be made under avail- able funds. 202 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended-----------------------------$5, 446. 63 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---- ----------- ------------- 413. 76 July 1, 1908, balance unexpended -- - -- 5, 032. 87 Amount (estimated) required for completion of existing project-- 200. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the balance unexpended July 1, 1908 ---------------------------------- 7, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 6.) 7. Cohansey River, New Jersey.-In its original condition this river or creek was navigable to Bridgeton, 19 miles above the mouth, through a tortuous channel of ample depth. The obstructions to navigation were found at Bridgeton, where the city gas and water mains were laid at a depth of only 4 feet below low water, and at the mouth, where the river discharged into Delaware Bay across a soft mud bar without any well-defined channel. At Bridgeton there is a fixed bridge known as the Nail Works Bridge, and just above the bridge is a milldam which limits the tidal basin of the stream. Prior to adoption of the present project $36,000 had been expended in dredging a channel 7 feet deep at mean low water 70 to 90 feet wide to the Broad Street Bridge, 40 feet wide above to the Commerce Street Bridge, thence 4 feet deep to the Nail Works Bridge. The present project is printed in House Document No. 645, Fifty- ninth Congress, first session, and was adopted in the river and harbor act of March 2, 1907. It provides for dredging a cut 100 feet wide and 7 feet deep at mean low water at the mouth, and for dredging a channel to the same depth in the river from Stony Point to the Nail Works Bridge, the widths to be 100 feet to Broad Street Bridge, thence 75 feet to the Commerce Street Bridge, and thence 60 feet to the Nail Works Bridge, at an estimated cost of $55,800, which is the amount appropriated. The range of tides at Bridgeton is nearly 7 feet, which was prac- tically all the available depth along the wharves of the town. The gas and water mains obstructing the channel at Bridgeton having been removed, the channel was dredged between August, 1907, and February, 1908, from deep water at Stony Point to the nail works, the depth made being 8 feet at mean low water-which in- cluded 1 foot for overdepth allowed under the contract--100 feet wide to Broad street, 75 feet wide thence to Commerce street, and 60 feet wide thence to the Nail Works Bridge. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the locality under improvement was 7 feet to head of navigation and 5 feet over the bar at the mouth. No work can be done at the mouth until title has been secured to a tract of land needed for a cut-off. Negotiations' for the transfer to the United States of this land free of cost have been in progress for some time, but owing to legal obstacles have not yet been consummated. The amount expended on this improvement under the present proj- ect to June 30, 1908, is $23,103.89, no part of which was for maintenance. RIVER AND HARBOR IMPROVEMENTS. 203 But a short period has elapsed since the recent improvement of the channel, and it has been impracticable to obtain commercial statistics for 1907. The commerce, which was very large for years prior to 1884, was only about 16,800 tons in 1906, owing to the deterioration of the channel. It is proposed to expend the funds recommended below in mainte- nance work on the channel recently completed in the upper river for two years and for one year in the channel at the mouth soon to be completed with available funds. July 1, 1907, balance unexpended ------------------------------- $55, 768. 78 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------- 23, 072.67 July 1, 1908, balance unexpended ________-_32, 696. 11 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------ ---- 6, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 7.) 8. Tuckerton Creek, New Jersey.-This is a tidal stream flowing into Little Egg Harbor, on the Atlantic coast, northeast of Atlantic City. A preliminary examination and survey of the creek were made, and a report recommending its improvement is printed in Annual Report of the Chief of Engineers for 1900, pages 1612-1615. The original low-water depth at Tuckerton, the head of naviga- tion, was 15 inches, which increased gradually to 4 feet at the mouth of the creek, a distance of 2 miles. From the mouth of the creek across the flats to Gaunts Point, seven-eighths of a mile, the low-water depths were 2 to 21 feet. The mean tidal range is 2- feet. The existing project, adopted by the river and harbor act of June 13, 1902, contemplates the dredging of a channel 6 feet deep at mean low water and 80 feet wide from Gaunts Point, seven-eighths of a mile, to the mouth of the creek; thence a channel of the same depth and 75 feet wide, 1 mile, to Parkers Landing; thence a channel of the same depth and 60 feet wide, five-eighths of a mile farther, to West Tuckerton Landing; thence a channel 5 feet deep at mean Iow water and 60 feet wide for three-eighths of a mile to just above Scow Landing, and thence a channel 3 feet deep at mean low water and 40 feet wide for one-eighth of a mile to the milldam at Tuckerton, together with the widening of the channel at sharp bends; the chan- nel across the cove between the mouth of the creek and Oyster Bed Point to be supplemented, if necessary, by a revetment wall along its northern side. The estimated cost of the work, including contin- gencies, is $61,380. Under authority contained in the river and har- bor act of March 3, 1905, the Secretary of War authorized the loca- tion of the channel at the mouth to be changed so as to lead it in a south-southeast direction directly to the deep water at the head of Marchelder channel instead of to Gaunts Point. The channel has been dredged to the project widths from the mouth of the river to a point 2,100 feet below the milldam at Tucker- ton, the depth made being 6 feet at mean low water, except the upper 581 feet, which was dredged to 5 feet at mean low water. This completed about one-half of the project. 204 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 2, 1907, appropriated $12,000 for continuing the improvement, and a project for the expenditure of the appropriation was duly approved by the Chief of Engineers. This included dredging of the cut from the mouth of Tuckerton Creek to the Marchelder channel. It was then found, however, that dredging along that line would destroy several oyster beds held and owned by private parties under leases from the State of New Jersey, and it was therefore concluded to defer operations until this matter could be adjusted. Under date of December 16, 1907, the chief of the bureau of shell fisheries of the State of New Jersey advised this department that all. objections to the proposed dredging had been removed, and thereupon contract for the dredging was entered into and the work is expected to begin shortly. The contract provides for dredging a straight channel from deep water of Marchelder channel off Parkers Island across the flats of Little Egg Harbor to the mouth of Tucker- ton Creek, passing through the point on the southwest side of the mouth, and then dredging, as far as the available funds will permit, the upper river, the depths to be 5 feet at mean low water from Marchelder channel to Scow Landing and thence 3 feet to the milldam. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the improvement is 2 feet from the milldam to Scow Landing, 4 feet thence to West Tuckerton, 5.5 feet thence to Parkers, 6 feet thence to the mouth, and thence one-half foot to head of Marchelder channel. The amount expended on this improvement to June 30, 1908, is $23,966.91, of which $2,215.14 was for maintenance. The commerce reported for the calendar year 1907 is 4,185 tons, valued at $1,310,945. The improvement of Tuckerton Creek is not yet sufficiently ad- vanced to show any material decrease in freight rates. Shipments from distant points have, however, been increased and facilitated, although lumber-laden vessels still are obliged to await tides at the flats at the mouth to enter the creek. As the project progresses it is believed that cost of maintenance will decrease. It is proposed to expend the funds recommended below in restoring and maintaining the present channel and in completing the work under the approved project: July 1, 1907, balance unexpended__-------------------------------- $12, 242.23 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 209. 14 July 1, 1908, balance unexpended _....._-- _-12, 033. 09 July 1, 1908, amount covered by uncompleted contracts- 10, 800.00 Amount (estimated) required for completion of existing project 27, 380. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 --------------- 29, 380.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 8.) RIVER AND HARBOR IMPROVEMENTS. 205 9. Cold Spring Inlet, New Jersey.-This is a new work. The locality is on the coast of New Jersey, about 3 miles east of the city of Cape May. Within the inlet there was originally a natural basin about 6 feet deep and 60 acres in area. In the throat of the inlet the depth was 29 feet at mean low water and on the outside bar there was a minimum depth of 3.5 feet at low water about one-half mile out. There was no commerce. Improvement of the locality was begun by private parties to en- large the basin inside the inlet to about 500 acres in area, with a depth of 30 to 40 feet; and to complete the plan for a safe land- locked harbor for commerce and refuge, the General Government has undertaken to provide a suitable connection between it and the deep water in the ocean, so as to make the harbor accessible to seagoing vessels. The plan of improvement adopted by the river and harbor act of March 2, 1907, contemplates providing an entrance channel 25 feet deep at mean low water by construction of parallel jetties 750 feet apart and dredging between them, at an estimated cost of $1,311,700. The adoption of this project was conditional upon the contribution of $100,000 toward the improvement by local authorities or private parties. This contribution was made by deposit on February 28. 1908, with the Assistant Treasurer of the United States at Phila- delphina, Pa., of $100,000 to the credit of Maj. C. A. F. Flagler, Corps of Engineers, the district engineer officer, by the Cape May Real Estate Company. The work is being done under continuing contracts for completion, $663,800 remaining to be appropriated. All the requirements of the act of 1907 relative to conveyance of land, etc., have been carried out and the deeds of conveyance to the United States approved by the Department of Justice. The dredging of the harbor is a little more than one-half completed and though no work is in progress at present it is understood that the Cape May Real Estate Company is soon to resume operations thereon. The report of survey upon which the plan of improvement is based is printed in House Document No. 388, Fifty-ninth Congress, second session. On October 3, 1907, proposals were opened for the required jetty work and award made to the lowest bidder, the Seacoast Construction Company, of New York. This company, however, failed to execute the contract required, and later, upon evidence that it had been merged into the Breakwater Construction and Engineering Company, a contract dated January 18, 1908, was entered into with that com- pany on the bid submitted by the Seacoast Construction Company. the work to be commenced within sixty days and completed within two years and two months after notification of approval of the con- tract, which was given April 20, 1908. At the close of the fiscal year the contracting company had not begun the work at the site of the jetty, but was assembling its plant and getting its quarry in order for the shipment of the required stone. All the necessary arrangements have been made for beginning the work, including borings, surveys, preparation of detailed plans, the construction of quarters and office for the assistant engineer, in- spectors, etc., inspection launch and other means of transportation for employees on the work, etc. 206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The range of tide at the inlet is 4 feet. The amount expended on this improvement to June 30, 1908, is $18,220.42. It is proposed to apply the appropriation recommended toward completion of the jetties and in dredging in accordance with the ap- proved project. July 1, 1907, balance unexpended --------------------------- $311, 000. 00 Amount appropriated by sundry civil act approved May 27, 1908-.. 236, 200.00 Amount contributed by private parties ------------------------ 100, 000.00 647, 200.00 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 18, 220.42 July 1, 1908, balance unexpended -------------- 628, 979.58 July 1, 1908, amount covered by uncompleted contracts ---------- 614, 600.00 Amount (estimated) required for completion of existing project .. 663, 800.00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unex- pended July 1, 1908 ------------------------------------ 265,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix I 9.)4 10. Wilmington Harbor, Delaware.-The harbor of Wilmington, Del., is in the Christiana River and includes a length of about 4 miles above its mouth at the Delaware River. It also includes the navi- gable portion of the Brandywine River (2 miles), which flows into the Christiana River at a point about 1- miles above its mouth. Previous to 1836, when the first appropriation for the improvement of the Christiana River was made, the low-water depth at the en- trance to this stream was about 81 feet. The minimum depth in the channel in the portion of the river below Third Street Bridge, Wilmington, was 8 feet. This depth was increased in 1836 by dredg- ing to 10 feet below low water, and under projects of 1871 and 1881 to 12 and 15 feet, respectively. The present project is based upon a survey made in 1895 and adopted in river and harbor act of June 3, 1896. It provides for the formation, by dredging, rock removal, and construction of dikes, of a channel in the Christiana River 21 feet deep at mean low water from that depth in the Delaware River to the pulp works, a distance of about 4 miles, and thence diminishing to a depth of 10 feet at mean low water to the draw pier of the Philadelphia, Baltimore and Washington Railroad cut-off bridge No. 4, the width at bottom vary- ing between 250 feet at the mouth and 200 feet at bridge.No. 4. The project further provides for the removal of shoals from bridge No. 4 to Newport to a depth of 7 feet at mean low water. This project was completed in 1906. The depth made over the rock ledges just above and below the Third Street Bridge is about 211 feet. Further work contemplated is for maintenance of the improvement. Under an act of the legislature of the State of Delaware, approved March 9, 1901, authorizing the city of Wilmington to contribute to the extent of 10 per cent of the amount expended by the United States Government, for the improvement of Wilmington Harbor, the RIVER AND HARBOR IMPROVEMENTS. 207 sum of $4,400.54 was expended by the city of Wilmington in dredg- ing the channel between the Third Street Bridge and the Market Street Bridge, resulting in a continuous channel 75 feet wide and 17 feet deep at mean low water between the points named and connect- ing them with the channel dredged by the General Government. This work was done under the supervision of the local United States engineer officer. The city of Wilmington has also, under the State law above re- ferred to, recently appropriated the further sum of $6,567.41 as its contribution for the improvement of Wilmington Harbor, and this will shortly be expended in dredging under the supervision of this department as heretofore. Under a contract made for the expenditure of part of the appro- priation made by the river and harbor act of March 2, 1907, repairs were made to the jetties at the mouths of the Brandywine and Chris- tiana rivers and the channel was dredged to a depth of 19 feet at mean low water, which included an allowance of 1 foot for overdepth under the contract, from the Delaware River to a point about 1,200 feet above Lobdell's canal, and from a point opposite Harlan & Hollingsworth's dry dock for a length of 1,025 feet downstream, the width made in the lower river being 250 feet and in the upper river 200 feet. On June 30, 19081 the channel had a depth of 18 feet at mean low water, with a width of 250 feet between the mouth and the Pennsylvania Railroad cut-off bridge No. 3; thence 18 feet with a width of 150 feet to Third Street Bridge; thence 13 feet with a width of 150 feet to Market Street Bridge; thence 18 feet with a width of 200 feet to the Harlan & Hollingsworth dry dock; thence 18 feet with a width of 100 feet to the Baltimore and Ohio Railroad bridge; thence 9 feet with a width of 100 feet to the Pennsylvania Railroad cut-off bridge No. 4; and thence 6 feet with a width of about 100 feet to Newport. Between January 28 and February 21, 1908, a large water-soaked log lying in the channel of the Christiana River about 1,000 feet above Churchman's bridge, and four large stumps lying in the channel about 2,000 feet above the bridge, were removed from the river, at a cost of $234.81, with an allotment approved by the Secretary of War December 30, 1907, from the appropriation for emergencies made by the river and harbor act of March 2, 1907. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the river under improve- ment was 15 feet to Harlan & Hollingsworth's shipyard, and 9 feet thence to the pulp works. The amount expended on this improvement from 1836 to June 30. 1908, is $969,326.28. Of this amount $567,205.07 was expended on the present project, and of which $123,553.44 was for maintenance. This is exclusive of $234.81 expended from appropriation for emer- gencies in removal of obstructions from the channel above Church- man's bridge. The tonnage and value of the leading articles shipped to and from the port of Wilmington in the calendar year 1907 is reported to have been 793,887 tons, valued at $66,869,037. The shipbuilding industry on the river is quite extensive, the records of the Department of Commerce and Labor showing that, 208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. with the exception of Philadelphia and Newport News, Wilmington had the largest steel-ship building output on the Atlantic coast for the ten years ending June 30, 1905. The harbor improvements do not directly affect freight rates on light-draft boats to any large extent. Shipments thereon made by water range about 25 per cent lower in rate than by rail, but much more in deep-draft vessels, of which there are many, covering ship- ments to and from the manufacturers and shipbuilding plants. As the present project has been completed, further expenditures on the harbor will be for maintenance. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended - -____$83, 931.31- June 30, 1908, received from sales of property -------------------- 31.00 83, 962.31 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 49, 819.78 July 1, 1908, balance unexpended_-- 34, 142. 53 July 1, 1908, outstanding liabilities- 14, 500. 00 July 1, 1908, balance available 19, 642. 53 July 1, 1908, amount covered by uncompleted contracts 000.00 9------------9 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------- 237, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. EMERGENCIES IN RIVERS AND HARBORS. Amount allotted from appropriation of March 2, 1907 -------------- $1, 250. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 234.81 July 1, 1908, balance unexpended ------------------ -------------- 1, 1015.19 (See Appendix I 10.) 11. Appoquinimink, Murderkill, and Mispillion rivers, Delaware.- (a) Appoquinimink River.-At the time of the adoption of the pres- ent project there was a mean low-water depth of 2 feet at the entrance into Delaware Bay, and the shoalest depth inside the river was 41 feet. The most serious obstructions to the navigation of the river were the many bends in the lower and middle sections. The approved project is based upon a survey made in 1889, and adopted by Congress in river and harbor act of September 19, 1890. It provides for a channel 8 feet deep at mean low water, having a width of 80 feet from the bridge at Odessa, the head of navigation, to New bridge, near Townsend's wharf, a distance of 3 miles, and a width of 100 feet from this wharf to the mouth of the river, a dis- tance of 5 miles. The estimated cost of the improvement is $39,963. A history of the work done up to June 30, 1905, may be found in the Annual Report of the Chief of Engineers for 1905, pages 175-176. With $5,500 allotted by the Secretary of War in 1905 from the appropriation made by the river and harbor act of March 3, 1905, for RIVER AND HARBOR IMPROVEMENTS. 209 improving Appoquinimink, Murderkill, and Mispillion rivers, a cut- off was made through the neck of land on the left bank of the river leading to Fennimore's (or New) bridge, about halfway between the mouth and Odessa. This cut-off shortened the channel distance by 2,272 feet, the distance between Odessa and the 7-foot contour in Delaware Bay being now about 6- miles. Under the provisions of the river and harbor act of March 2, 1907, the Secretary of War on March 20, 1907, approved an allotment of $6,400 for expenditure on this improvement. Of this amount $5,000 pertained to the act referred to and the remainder was funds per- taining to former allotment. With these funds the channel has been dredged to not less than 7 feet deep at mean low water and 50 feet wide between Odessa and the mouth. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the river was 7 feet, and across the flats at the mouth 4 feet. The amount expended on the improvement to June 30, 1908, is $41,174.14, of which $9,131.73 was for maintenance. About two-fifths of the work on the project remains to be done to complete it. The commerce of the river for the calendar year 1907 is reported to have been 33,525 tons, valued at $2,238,950. The freight rates, it has been reported, remain about the same, but the passenger business has increased in consequence of the improve- ment of the river. It is proposed to expend the funds recommended below in com- pleting to project dimensions the channel of the river and in main- tenance work. July 1, 1907, balance unexpended -------------------------------- $6, 049. 80 June 30, 1908, amount expended during fiscal year for maintenance of improvement _ 627. 03 4,---------------------------- July 1, 1908, balance unexpended --------------------------------- . 1, 1422. 77 Amount (estimated) required for completion of existing project .. 7, 400. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 (a) _------------------------ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Murderkill River.-This river is a tidal stream and a tributary of Delaware Bay and flows through Kent County, Del. Its navigable portion is about 9 miles long. The condition of the river was fair for the greater part of its length, the average width and depth being 90 and 6 feet, respectively. Outside the junction with Delaware Bay, however, there was a serious obstruction-the flats, which are nearly bare at low tide and extend for nearly a mile from the shore. The average rise and fall of the tide at the mouth is 4.6 feet. In 1881 an examination of this river was made and a project sub- mitted for its improvement. No appropriation was made by Con- a See consolidated money statement on page 212. 57101-EiNG 1908- 14 210 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. gress, however, as the river was at that time in the hands of an improvement and navigation company chartered by the State. This company had expended about $10,000 in rectifying the many bends of the river by cutting straight canals and in dredging a narrow cut across the fiats at the mouth. The latter slowly filled up again. Under the provisions of the river and harbor act of September 19, 1890, a survey was made and report thereon is printed in House Executive Document No. 21, Fifty-second Congress, first session. The project for improvement, which was adopted in the river and harbor act of July 13, 1892, is for a 7-foot low-water channel, 80 feet wide from the town of Frederica, at the head of navigation, to the mouth of the river, and 150 feet wide from the mouth, across the flats outside to the 7-foot curve of depth in Delaware Bay, the cut at the mouth to be protected by forming an embankment of the dredged material on each side, the estimated cost being $47,550. Dredging for original work and for maintenance has been done at different times since 1893. A history of operations to June 30, 1905, will be found in the Annual Report of the Chief of Engineers for 1905, pages 177-178. With funds derived from the river and harbor appropriations of March 3, 1905, and March 2, 1907, and emergency appropriation of 1905, the river has been dredged at various points and across the flats at the mouth, resulting in a channel not less than 50 feet wide and 6 feet deep at mean low water from Frederica to the 6-foot curve in Delaware Bay. The channel has since shoaled. About 50 per cent of the project has been completed. An allotment of $3,000 has been made from the emergency appro- priation provided by the river and harbor act of March 2, 1907, to be applied to the maintenance of the river. Work under contract was begun on June 30, 1908. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the river under improve- ment is 5 feet from Frederica to the mouth and 5 feet across the flats to Delaware Bay. The amount expended on this improvement to June 30, 1908, is $47,337.63, of which $23,976.85 was for maintenance. The commerce of the river, which is quite varied, is reported for the calendar year 1907 as 63,180 tons, valued at $1,370,900. As to the effect of the improvement of this stream upon freight rates, it is reported that shipments by water are 25 to 50 per cent lower than by rail, and that in winter, when the boats can not run, the railroad increases its rates. It is proposed to expend the funds recommended below in dredg- ing the channel to full project dimensions as far as possible and in maintenance work. RIVER AND HARBOR IMPROVEMENTS. 211 July 1, 1907, balance unexpended ------------------------------ $7, 837.91 Allotment from emergency appropriation, river and harbor act of March 2, 1907--------------------------------------------- 3, 000. 00 10, 837.91 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 7, 163.06 July 1, 1908, balance unexpended -------------------------------- 3, 674.85 July 1, 1908, outstanding liabilities -------------------------------- 20. 00 July 1, 1908, balance available ----------------------------------- 3, 654. 85 July 1, 1908, amount covered by uncompleted contracts ------------- 3, 400. 00 Amount (estimated) required for completion of existing project-.. 23, 264. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 -------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Mispillion River.-This river is a tidal stream which enters Delaware Bay about 17 miles northwest of Cape Henlopen. It is navigable for about 12 miles. The mouth of the river was greatly obstructed by a flat foreshore without a channel. Vessels could enter and depart only at high water, the tidal range being about 4 feet. The river from Milford, the head of navigation, to the mouth was improved by the General Government between the years 1879 and 1889, and $17,000 was expended in making a channel 40 feet wide and 6 feet deep at mean low water, and its further improvement was car- ried on to November, 1906, under a project adopted in the river and harbor act of July 13, 1892. This resulted in a channel 40 feet wide and 41 feet deep at mean low water from Milford to the mouth and 50 feet wide and 5 feet deep thence to the 5-foot contour in Delaware Bay; and two jetties at the mouth, one, the north jetty, extending from the east bank of the river a length of 1,645 feet, and the other, the south or Green Point jetty, extending from Green Point, just below the mouth of Cedar Creek, a distance of 1,100 feet, 500 feet of the outer end being parallel to and 100 feet distant from the axis of the dredged channel, and 200 feet from the north jetty. The present project was adopted in the river and harbor act of March 2, 1907, and is based upon the report printed in House Docu- ment No. 102, Fifty-sixth Congress, second session. This provides for dredging the channel 6 feet deep at mean low water and 60 feet wide, increasing to 75 feet at sharp turns, from Milford to the mo ith and thence 4 feet deep and 150 feet wide across the flats, and the construc- tion of a jetty along the south side of the channel, at an estimated cost of $87,065. From the appropriation made by the act of March 2, 1907, for im- proving the Appoquinimink, Murderkill, and Mispillon rivers, Dela- ware, $40,000 was allotted for the Mispillon, with which an extension has been built to the south jetty, 2,200 feet long, parallel to and 100 feet distant from the axis of the channel, and extending in a south- easterly direction into a natural depth of 2 feet at mean low water on the flats of Delaware Bay; and under a contract for dredging the channel in the river, with the exception of about 200 feet at New Wharf Landing, was dredged to a minimum depth of 6 feet at mean a See consolidated money statement on page 212. 212 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. low water and a width of 40 feet, and some shoaling removed at the mouth. About 35 per cent of the project has been completed. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part under improvement was 5 feet in the river and 21 feet across the flats at the mouth. The amount expended to June 30, 1908, is $111,596.03. Of this $33,205.96, is on the present project and no part of which was for maintenance. The commerce of the river for the calendar year 1907 is reported to have been 229,886 tons valued at $5,226,230. The effect of the improvement on freight rates is stated to be quite marked, a reduction of an average of 25 per cent being reported, in addition to affording better and increased transportation facilities. It is proposed to expend the funds recommended below in building 1,700 feet of jetty, completing the south jetty to its project length of 5,000 feet, in dredging the channel within the river and across the flats at the mouth to full project dimensions, and in maintaining the chan- nel for one year after this work is completed. July 1, 1907, balance unexpended__ -------------------------------- $39, 573.44 June 30, 1908, amount expended during fiscal year for works of im- provement---------------------------------------------------32, 779. 40 July 1, 1908, balance unexpended -------------------------------- 6, 6794.04 July 1, 1908, outstanding liabilities ------------------------------- 2, 2800. 00 July 1, 1908, balance available ----------------------------------- 3794.04 3, July 1, 1908, amount covered by uncompleted contracts ------------ 3, 000. 00 Amount (estimated) required for completion of existing project -47, 065.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908-.. _............_ .._ .... (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended -------------------------------- $53, 461.15 Allotment from emergency appropriation, river and harbor act of March 2, 1907 ------------------------------------------------ 3, 000. 00 56, 461. 15 56461.15 June 30, 1908, amount expended during fiscal year: For works of improvement ----------------------- $32, 779.40 For maintenance of improvement ------------------ 11, 790.09 44, 569. 49 July 1, 1908, balance unexpended --------------------------------- 11, 891.66 July 1, 1908, outstanding liabilitieg ----------------- 2-------------, 2, 820. 00 July 1, 1908, balance available ----------------------------------- 9, 071.66 July 1, 1908, amount covered by uncompleted contracts ------------- 6, 400. 00 Amount (estimated) required for completion of existing project .. 77, 729.00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------------------ 80, 225. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 11.) * See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 218 192. St. Jones River, Delaware.-Before the channel was improved the least practicable low-water depth of water to Lebanon, 12 miles above the mouth, was 4 feet, and thence to Dover, 9 miles farther up the river, only 21 feet. The original project, made in 1880, was for a 3-foot low-water channel, 100 feet wide across the bar at the mouth, protected by a jetty, at an estimated cost of $35,000. The project was modified in 1884 so as to include the removal of shoals in the river to a depth of 6 feet at mean low water. Improvements were not begun until 1885. The proposed channel within the river was reported as nearly com- pleted at the close of the fiscal year ending June 30, 1888, $25,000 having been expended. A modification of the project for the improvement of the entrance was submitted and approved in March, 1889. This modified project provided for a cut across the bar at the mouth from the 6-foot depth inside the river to the corresponding depth outside the bar, the width of the cut to be 100 feet, of which 50 feet in the center was to be dredged to a depth of 6 feet, the remainder to a depth of 3 feet below mean low water. The material was to be deposited on either side of the cut to form training dikes, the outer ends of the dikes to be strengthened with pile revetments. It also provided for a new cut-off across a very sinuous bend in the upper river about 1 mile below Leba- non, near Wharton's fishery. This was substantially completed in 1890. Subsequent operations have been for maintenance. With funids provided by general and emergency river and harbor acts, dredging has been done at various times between 1889 and June 30, 1905. A history of these operations will be found in the Annual Report of the Chief of Engineers for 1905, pages 181-182. Operations with funds provided by the river and harbor acts of March 3, 1905, and March 2, 1907, have resulted in a continuous channel from Lebanon to Delaware Bay of a minimum depth of 6 feet at mean low water and a width of 40 feet in the river and 50 feet across the flats at the mouth. An allotment of $3,000 has been made from the appropriation for emergencies in river and harbor works, to be applied to the main- tenance of the river, and work under contract was begun on June 27, 1908. It is proposed to dredge the channel across the flats just out- side the mouth of the river and, as far as the available funds will permit, remove shoals from the channel of the river between the mouth and Lebanon. The amount expended on the improvement to June 30, 1908, is $60,548.27, of which $19,048.27 was for maintenance. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part from Lebanon to the mouth was 5 feet and across the flats 5 feet. The commerce of the river for the calendar year 1907 is reported to have been 76,377 tons, valued at $4,809,740. That reported in 1900 was 69,241 tons, valued at $3,569,829. It is stated that the improve- ments made have reduced freight rates by one-fourth to one-half, besides increasing shipments, especially fruits, which now reach the market in less time and fresher condition. It is proposed to expend the funds recommended below in main- tenance of the present channel. 214 REPORT OF THIL CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended -------------------------------- $2, 748. 01 Allotment from emergency appropriation, river and harbor act of March 2, 1907..-------------, ----------------------------------- 000.00 5, 748. 01 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 2, 739.78 July 1, 1908, balance unexpended-_ 3, 008. 23 July 1, 1908, outstanding liabilities ------------------------------- 278.91 July 1, 1908, balance available 729.32 2,--------------------------- July 1, 1908, amount covered by uncompleted contracts ------------ 2, 421.09 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ... _...._.._-------------- 4, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 12.) 13. Smyrna River, Delaware.-This river was formerly known as Duck Creek. It is a tidal stream flowing easterly into the Delaware River at a point about 26 miles south of Wilmington, Del. The navi- gable portion of the river was originally about 9 miles long; the mini- mum mean low-water depth over shoal places was 2J feet in the river and 4 feet at the bar where it enters the Delaware River. The mean range of tide at the mouth is nearly 6 feet. In 1878 a project was made for the improvement of the whole river, including the channel across the bar at the mouth. By direction of Congress the improvement of the bar was commenced first, and dur- ing the following four years three appropriations, aggregating $10,000, were expended in dredging a channel 100 feet wide and 8 feet deep at mean low water across the bar. The dredged channel soon filled up again. A new project was adopted in the river and harbor act of August 11, 1888, with a view of obtaining a channel of 7 feet depth through- out, width of 60 feet in the river and 100 feet at the bar, the channel over the bar to be protected by a stone jetty. The estimated cost of the improvement was $90,698.40. Of this, $37,365.20 was for dredg- ing and $53,333.20 for the jetty. This act made the first appropria- tion for work on the project and was by its terms to be applied to dredging only. The subsequent appropriations for continuing the improvement have also been applied to dredging. The entire length of channel has been dredged in parts at various times to the approved dimensions and the project completed. With an appropriation of $15,000 made by the river and harbor act of June 13, 1902, as modified by the act of March 3, 1905, two cut-offs were made in 1905 extending from just below Limekiln wharf to the turn just above Mill Creek and from the mouth of Mill Creek to the bend above Brick Store wharf, an aggregate length of 4,795 feet. The sum of $2,500 was allotted from the emergency appropria- tion made by the river and harbor act of March 2, 1907, and was applied to the restoration of channel depths in Smyrna River. under contract. The channel was dredged to a depth of not less than 7 feet at mean low water and width of 100 feet from inside the river at the mouth to the 7-foot depth in Delaware River. RIVER AND HARBOR IMPROVEMENTS. 215 The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the river was 6 feet and across the flats at the mouth 7 feet. The amount expended on the improvement to June 30, 1908, is $69,025.47. Of this amount $59,025.47 is on the present project, and of which $13,940.69 was for maintenance. The commerce for the calendar year 1907 is reported to have been 197,290 tons, valued at $4,914,450. The effect of the improvement of this river on freight rates has been to reduce them by about 25 per cent, and in addition it has resulted in the saving of time in shipments to Philadelphia and elsewhere. These conditions have stimulated certain industries, espe- cially the fruit culture, and largely increased the production in this section. Reference to reports on examination and survey made in pursuance of act of March 2, 1907, will be found on page 217 of this report. It is proposed to expend the appropriation recommended below in maintenance of the existing channel. July 1, 1907, balance unexpended -------------------- $1, 976. 53 Allotment from emergency appropriation, river and harbor act of March 2, 1907 -------------------------------------------- 2 2, 500.00 4, 476.53 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 2, 194. 37 July 1, 1908, balance unexpended _22. 2 16 July 1, 1908, outstanding liabilities 2, 1S3. 76 July 1, 1908, balance available .....- 98.40 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------- - 6, 500.00 Submitted in compliance with requirements of sundry chivil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 13.) 14. Broadkill River, Delaware.-Inits original condition the depth of water in the river was from 3 to 4 feet at the numerous shoals which impeded navigation. The depth at the mouth was from l1 to 2 feet at low water. Prior to the adoption of the existing project $35,000 was expended in providing a channel within the river 6 feet deep and 40 feet wide at low water from the mouth to Milton, the head of navigation. The existing project was adopted in the river and harbor act of March 2, 1907, and is based upon report and estimate submitted in House Document No. 214, Fifty-ninth Congress, second session. It provides for the establishment of a permanent entrance at the mouth of the river by dredging a channel from the 6-foot curve in Delaware Bay to the same depth in the river and constructing a jetty on the north side of this channel. A small gap is to be left in the jetty for use by vessels and to permit circulation. The estimated cost of the project is $33,330. The range of the tide is 4.1 feet at the mouth, 3.6 feet at the draw- bridge, and 3.4 feet at Milton. 216 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The act of March 2, 1907, appropriated $33,330, the amount esti- mated for the establishment of a permanent entrance at the mouth of the river and the construction of a jetty on the north side of the channel, and the title papers conveying to the United States the land required for the cut to be made across Lewes Cape have been ap- proved by the Department of Justice. To the close of the fiscal year, the section of jetty extending from the high-water line of Delaware Bay to the low-water line of Lewes Sound had been completed, and work on the section extending into Delaware Bay was well advanced, the channel to be dredged across the cape had been made 150 feet wide and 6 feet deep at mean low water for a length of 250 feet, and a further length of 117 feet, 45 feet wide and 6 feet deep at mean low water. This work was done under contract. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the river under improvement was 3 feet from Milton to the mouth and 2 feet across the bar at the old mouth. The amount expended on the improvement to June 30, 1908, is $42,660.27. Of this, $7,660.27 was on the present project, no part of which was for maintenance. It has been impracticable to obtain statistics of shipments by water alone or the tonnage during the calendar year 1907, but it is reported that the value of shipments to Milton by rail and water was $1,983,000 and from Milton $1,591,200. The dredging of a channel from Lewes Creek to Broadkill River and the closing of the present mouth of Lewes Creek, provided for in the project, are now being performed by private enterprise under the authority of the Secretary of War. This eliminates from the project these two items, which were estimated at $10,210. In view of the fact, however, that the price obtained for the dredging now in progress is 4.2 cents per cubic yard in excess of that estimated, it is not deemed advisable to recommend at present a reduction in the approved estimate for completion of the project. It is proposed to expend the funds recommended below in main- taining the channel at the mouth of the river. Since the date of preparation of this report work under the ap- proved project has been practically completed. Although it is too soon to state definitely what the final results from the action of the single north jetty will be, the effects of recent storms would tend to indicate that the south jetty mentioned in House Document No. 214, Fifty-ninth Congress, second session, will be necessary to protect and hold a stable channel at the mouth of Broadkill River. From expe- rience in construction of the existing north jetty, and on account of known changes in quantities and prices, as well as altered physical conditions, it is estimated by the local officer now in charge that a suitable south jetty will cost $21,000. It is recommended that funds for the construction of this south jetty be made available by Congress, to be expended in the discretion of the Secretary of War. RIVER AND HARBOR IMPROVEMENTS. 217 July 1, 1907, balance unexpended_-------------------------------$33, 254. 46 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------------- 7, 584.73 July 1, 1908, balance unexpended -------------------------------- 25, 669.73 July 1, 1908, outstanding liabilities ------------------------------- 3, 050. 00 July 1, 1908, balance available_---------------------------------- 22, 619. 73 July 1, 1908, amount covered by uncompleted contracts ------------ 21, 900. 00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908-------------------------------------- 2, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 14.) 15. Removing sunken vessels or craft obstructing or endangering navigation.-During the past fiscal year wrecks were removed as follows: Wreck of an old sailing vessel (name unknown) and barge, lying sunk in the upper Christiana River, Delaware. Cost, $359.81. Wreck of a stone barge, lying sunk at the mouth of the Brandy- wine River, Delaware. Cost, $140.65. The expenditures during the year amounted to $500.46. (See Appendix I 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Little River, Delaware, from the mouth of the same to the town of Little Creek.-Report dated May 6, 1907, is printed in House Document No. 78, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States. 2. Preliminary examination and survey of Toms River, New Jer- sey, with a view to obtaining 5 feet of water on shoals near village of Toms River.-Reports dated May 6 and October 16, 1907, are printed in House Document No. 346, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $10,050 is presented. 3. Preliminary examination and survey of Forked River, New Jersey, from its mouth to the town of Forked River, with a view to obtaining a depth of 5 feet.-Reports dated April 24 and October 16, 1907, are printed in House Document No. 403, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States. 4. Preliminary examination and survey of Smyrna River, Dela- ware.-Reports dated May 2 and December 11, 1907, respectively, are printed in House Document No. 815, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $89,000 is presented. 218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. '5. Preliminary examination and survey for canal to connect Reho- both Bay with Delaware Bay at or near Lewes, Del., through Lewes Creek and Gordon Lake.-Reports dated May 17, 1907, and January 17, 1908, respectively, are printed in House Document No. 823, Six- tieth Congress, first session. A plan for improvement at an esti- mated cost of $356,000 is presented. 6. Preliminary examination and survey of Cat River, Virginia, with a view to obtaining a deeper channel.-Reports dated June 12, 1907, and April 11, 1908, respectively, are printed in House Docu- ment No. 957, Sixtieth Congress, first session. A plan for improve- ment at an estimated cost of $12,100 is presented. The local officer was also charged with the duty of making other preliminary examinations and surveys, provided for in the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. Oldmans Creek, New Jersey. 0. St. Jones River, Delaware, from its mouth to Dover. IMPROVEMENT OF RIVERS AND HARBORS IN THE BALTIMORE, MARYLAND, DISTRICT. This district was in the charge of Col. R. L. Hoxie, Corps of Engi- neers. Division engineer, Col. D. W. Lockwood, Corps of Engineers. 1. Patapsco River and channel to Baltimore, Md.-Before opera- tions were begun by the United States a controlling depth of 17 feet was available, with a mean range of tide of a little over 1 foot. Ves- sels over that draft were obliged to lighter portions of their cargoes about 14 miles below to permit them to reach the wharves of the city. There were pockets where deeper water prevailed, but these were unconnected by any channel, natural or artificial. Under the original project, dated April 15, 1853, for a channel 22 feet deep at mean low water and 150 feet wide, the Fort McHenry channel was dredged, extending from the limits of the city of Baltimore to a point just below Fort Carroll, and the Brewerton channel from this point to deep water of Chesapeake Bay off Swan Point. The cost was $390,000. In 1871 the project was enlarged to a width of 400 feet at the lower end of the channel, diminishing to 250 feet at its upper end, with a mean low-water depth of 24 feet. Meantime it had been found that the portion of the Brewerton channel which was swept across by the current of the Susquehanna River was continually obstructed by sedi- mentary deposit. This led to a search for a better location for a deep channel which could be made and maintained by dredging and the natural currents. This was found in the position of the resultant of the two great forces made by the currents of the Susquehanna and Patapsco rivers. The new channel had also the advantage of being shorter by several miles, and for this reason and the very much diminished sedimentary deposit the cost of maintenance was much lessened. In 1892 a project for 27 feet depth at mean low water, with a width of 600 feet in the straight sections and over 1,200 feet in the angles, was completed. At the same time the portion of the Brew- erton channel between the upper end of the present cut-off and the point of intersection of the Brewerton and Craighill channels was RIVER AND HARBOR IMPROVEMENTS. 219 abandoned because of the sedimentary deposit from the Susquehanna sweeping across it and to shorten the channel still further and lessen the cost of maintenance. The act of June 3, 1896, authorized the increase of the depth of the channel to 30 feet at mean low water, with a bottom width of 600 feet, widened at the angles, and with side slopes of 3 base to 1 vertical. This was completed May 22, 1903, and has since been maintained. The amount expended on original and modified projects prior to operations under existing project is $4,721,269.48, of which $32,797.72 was for maintenance. The existing project, adopted by Congress March 3, 1905, provides for a channel 35 feet deep at mean low water and 600 feet wide at bottom, with side slopes of 3 base to 1 vertical from Fort McHenry to deep water in Chesapeake Bay above Sandy Point light-house and through the shoals opposite York Spit, at an estimated cost of $3,465,000. Dredging began July 5, 1905, and resulted in a depth of 35 feet for a width of 300 feet in the section near Baltimore, and a varying depth of from 31 feet to 35 feet for a width of 300 feet in the section opposite York Spit. An appropriation of $500,000 was made in the river and harbor act of March 2, 1907, and work was author- ized under continuing contracts for completion to an additional amount of $'1,715,000. Proposals for this work were opened July 1, 1907, and a continuing contract made for completing the project. Work under contract has been in progress during the fiscal year with the result that the section near Baltimore is nearly completed and will be entirely so in the coming autumn. The eastern half (or 300- foot width) of York Spit channel is nearly completed, and is expected to be entirely so in the coming August. The sum of $965,000 asked for is the balance of $1,715,000 authorized in act of March 2, 1907, and is intended to be applied to completing project. The amount expended on the existing project to the close of the fiscal year ending June 30, 1908, is $1,561,174.20 and $18,065.14 for filling in swamps at Fort Howard, Md., of which $1,234.81 has been repaid, leaving $16,830.33 still due. The draft that can now be carried to Baltimore, the head of navi- gation, a distance of 11 miles from the mouth of Patapsco River and 171 miles from the mouth of Chesapeake Bay, is 35 feet at mean low water. The length of dredged channel in Patapsco River and Chesa- peake Bay above Sandy Point is about 20 miles; opposite York Spit, about 4- miles. The tonnage movement of the port has been as follows: Fiscal year ending June 30- Tons. Fiscal year ending June 30- Tons. 1889 _-----__ -- 3,243, 017 1899 6, 843, 620 1890 ____ __ -- 4,237, 361 1900- -- 7, 941,580 1891 _______ -_4, 495, 469 1901 055, 017 8---, 1892 __ _____5,224, 042 1902- 7,529, 870 1893 -- ___ 4, 607, 176 1903 ----------------- 7,736,447 1894 _ _ _ -- 4,752, 946 1904 ----------------- 7,334,241 1895__ 4,794,964 1905 ----------------- 7, 510, 713 1896------------------ 5, 363, 894 1906----------------- 8, 277, 098 1897 ------------------ 6, 868, 120 1907----------------- 8, 448, 203 1898------------------ 7, 339, 405 1908 ----------------- 8, 441, 034 220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The statistics of the port for the past fiscal year are illustrated briefly by the following table: Dutiable imports have decreased -------------------------------- $4, 068, 778 Free imports have decreased------------------------------------$4, 223, 117 Domestic exports have decreased ------------------------------- $14, 726, 083 Tonnage (foreign and coastwise) has decreased ----------- tons- 7, 169 Duties collected have decreased------ -------------------------- $397, 944.56 Duties on merchandise in bond have increased ------------------- $28, 804.22 Duties on merchandise in bond with and without appraisement have increased --------------------------------------------- $940, 880. 12 The effect of the present project upon freight rates can not be ascertained until work is completed, but as some of the vessels trad- ing with the port are not now able to load to their full capacity the tendency should be toward cheapening rates when means are provided to enable them to carry full cargoes and to enable other vessels of greater capacity to trade with the port. References to reports of examinations and surveys are to be found on page 180 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended ------------------------------- $980, 128.12 Amount appropriated by sundry civil act approved May 27, 1908_- 750, 000. 00 June 30, 1908, amount repaid on account filling in swamps at Fort Howard, Md ------------------------------ ----------------- 1, 234.81 1, 731, 362. 93 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $771, 541.80 For filling in swamps at Fort Howard, Md------- 18, 065.14 789, 606.94 July 1, 1908, balance unexpended -------------------------------- 941, 755. 99 July 1, 1908, outstanding liabilities_------ ------------------------ 1, 1049. 32 July 1, 1908, balance available---------------------------------940, 706. 67 July 1, 1908, amount covered by uncompleted contracts --- - 914, 344.20 Amount (estimated) required for completion of existing project-- 965, 000. 00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908-----------------.---------------- 965, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix J 1.) 2. Channel to Curtis Bay, in Patapsco River, Baltimore Harbor, Maryland.-With a mean range of tide of a little over 1 foot, there was a controlling depth of 20 feet at mean low water in 1893, when the first improvement was undertaken by the United States. The original project was dated July 15, 1892, and was for a channel 27 feet deep at mean low water and a bottom width of 150 feet, at an estimated cost of $85,000. Forty thousand dollars of the estimate was appropriated, and with this total expenditure the channel was first made 25 feet deep for the project width and then dredged to 27 feet depth for a width of 70 feet in the axis of the 150-foot channel. That project never was completed. It was superseded by a project in the river and harbor act approved June 13, 1902, for deepening the channel to 30 feet and widening it to 250 feet, and authority was granted to make continuing contracts to complete the work. The estimated cost was $196,000. RIVER AND HARBOR IMPROVEMENTS. 221 A continuing contract was approved, and under it dredging was commenced March 5, 1903, and the project completed November 30, 1903. The amount expended on existing project to June 30, 1908, was $196,000, of which $3,316.64 was used during the past fiscal year for maintenance in partially removing some shoaling. This was done under contract. The sum of $9,000 more is required to entirely remove shoals and place material behind bulkheads. Curtis Bay is the mouth of Curtis Creek, which is navigable in fact 5j miles above the head of the channel contemplated by the existing project, but a maximum draft of 28- feet at mean low water can be carried June 30, 1908, over the shoalest part of the locality undar improvement, which is a distance of 2* miles. It is stated that the improvement has lowered rates upon freight, but the amount of reduction has not been ascertained. References to reports on examinations and surveys are to be found on page 180 of the Annual Report of the Chief of Engineers for 1904. This bay is in the collection district of Baltimore and the statistics are attached to the report for that harbor. July 1, 1907, balance unexpended ------------------------------- $3, 316. 64 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 3, 316. 64 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement ------------------------- 9, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix J 2.) 3. Harborof southwest Baltimore (Spring Garden), Md.-No work was done by the United States before the existing project, but the city of Baltimore dredged a channel from the main ship channel to the foot of Eutaw street, which had a controlling depth of 15 feet at mean low water. The average rise of the tide is a little over 1 foot. In response to a resolution of the House of Representatives an esti- mate was furnished March 7, 1896 (printed in Annual Report for 1896, p. 1006), of the cost of deepening the channel to a depth of 27 feet. It was for a channel 100 feet wide on the bottom, with side slopes of 1 on 3, from the main ship channel near Fort McHenry to the foot of Eutaw street, with a turning basin 400 feet by 400 feet near the upper end, at an estimated cost of $314,000, which is the existing project. Five thousand dollars was appropriated June 3, 1896, but it was deemed inexpedient to start the work with that small sum. June 13, 1902, $88,000 was appropriated and authority granted to enter into contracts for the completion of the work. A continuing contract was made for the completion of the project, and it was com- pleted April 4, 1905. The sum of $314,000 was expended under the project for improvement, in addition to which $6,500 was expended during the year just past for maintenance. The work of the year was for the partial removal of extensive shoals, under contract. The sum of $53,000 more is required to en- tirely remove shoaling and place material behind bulkheads. This channel was dredged in very soft material, where silt has been slowly accumulating for many years. The cost of maintenance for a number of years will probably continue to be large, but after the side slopes 222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. have flattened out sufficiently it is thought that the cost of main- tenance will be much reduced. The maximum draft that can be carried June 30, 1908, at mean low water over the shoalest part of the locality under improvement is 27 feet at the lower end and about 16 feet at the upper end. The stream is navigable in fact to Baltimore, Md., which is 14,miles from the mouth of Patapsco River and 174 miles from the mouth of Chesapeake Bay. The length of the channel dredged under the exist- ing project is 4 miles. It is stated that the-improvement has some- what lowered freights, but the amount of reduction has not been ascertained. The commercial statistics of the port of Baltimore include this harbor. July 1, 1907, balance unexpended -------------------------------- $6, 500.00 June 30, 1908, amount exp)ended during fiscal year for maintenance of improvement 500. 00 6,--------------------------- Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement ------------------------ 53, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix J 3.) 4. Elk River, Maryland.-Before improvements were commenced there was practically no navigation above Cedar Point. The original project, dated June 23, 1874, was for a channel 6 feet deep at low water, or 8 feet at high water, from Cedar Point to Elkton, the head of navigation, and in the Little Elk as far as Bennett's wharf. The mean range of the tide is 2 feet. Such a channel was estimated to cost $36,000 if 75 feet wide and about $25,000 if 50 feet wide, cheap dikes being required for regulating the banks and to provide a place behind which to deposit the material dredged from the shoals. The first work was done in 1874, when $5,000 was expended in building a dike and dredging to a width of 25 feet and a depth of 6 feet at mean low water in front of it and for about 300 feet below. Two years later the channel was made 40 feet wide from the bridge at Elkton to about one-half mile below. In 1884 a channel was completed 80 feet wide through the bar near the mouth of the Little Elk River and 70 feet wide thence to the bridge at Elkton, the depth being 7 feet at mean low water. In 1893 a channel 100 feet wide and 8 feet deep from deep water below Cedar Point to the bridge at Elkton was completed. The expenditure on the original and subsequent projects has amounted to $46,500. The channel had shoaled, and in a report on a survey made in 1899 (printed on pp. 1668-1669, Pt. 2, Annual Report of the Chief of En- gineers for 1900) it was proposed to restore the channel to 8 feet depth at mean low water and 100 feet wide from deep water below Cedar Point to the bridge at Elkton, at an estimated cost of $16,665, with an annual cost of $2,500 for maintenance. The river and harbor act of June 13, 1902, adopted this project, and appropriated $16,665 for the work. This appropriation was practically expended in dredging in the fiscal year ending June 30, 1903. The project width of 100 feet could not be made, as the river was found to have shoaled very much since the survey in 1899, on which the appropriation was based. BIVER AND HARBOR IMPROVEMENTS. 223 The existing project adopted by the river and harbor act of March 2, 1907, is for a channel 6 feet deep at mean low water and 100 feet wide from Elkton to Cedar Point, at an estimated cost of $16,802.77. The act appropriated $18,803 for its completion and maintenance. A contract was entered into and the project completed in March of this year. Nevertheless extensive shoaling has already taken place and it is doubtful whether the project can be maintained without annual dredging to an extent much greater than was anticipated. The sum of $10,000 is now required. The amount expended on this improvement to June 30, 1908, is $82,197.33, of which $63,165 was on previous projects, $14,668.57 on present project, and $4,363.76 for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the river was 31 feet. The stream is navigable, in fact, to Elkton, Md., which is about 16 miles from the mouth of the river. It was stated that the improvement was not completed in time to show any effect upon freight rates. Reference to a report on a survey is to be found on page 182 of the Annual Report of the Chief of Engineers for 1904. Reference to re- port on preliminary examination and survey of the river, required by the river and harbor act of March 3, 1905, will be found on page 214 of the Annual Report of the Chief of Engineers for 1906. The commerce of the river for the calendar year 1907 is reported to be 30,357 tons, valued at $230,057. Two steam tugs and fifty schooners and barges are reported as plying in the river. July 1, 1907, balance unexpended ---------------------------- $18, 802.09 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $14, 668. 57 For maintenance of improvement 2 362.85 2----------, 17, 031.42 July 1, 1908, balance unexpended ----------------------------- 1, 770. 67 July 1, 1908, amount covered by uncompleted contracts ------------ 1, 738.18 Amount that can Ie profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------- 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899 (See Appendix J 4.) 5. Susquehanna River above and below Havre de Grace, Md.-The original governing depth was 5 feet at mean low water. The mean range of tide is 2J feet. The channel above Havre de Grace was nar- row and subject to ice gorges. The original project is dated February 22, 1853, and was for a channel 12 fewc deep and 100 feet wide, at an estimated cost of $59,000. Improvements have been in progress since 1853, and up to August 22, 1882, when the existing project was adopted, $97,390 had been expended upon them. The existing project is to give a channel 200 feet wide and 15 feet deep at mean low water below Havre de Grace and to remove the shoal opposite Watson Island (which is above Havre de Grace) to a depth of 8 feet at the same stage of the tide, at an estimated cost of $168,000. The amount expended on that project to June 30, 1908, is $93,530.03, and has resulted in dredging a portion of the channel below Havre de Grace to a depth of 15 feet at mean low water and removing the shoal oppo- 224 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. site Watson Island, completing about one-half of the approved project. There were no operations during the past year, but a contract for dredging has been entered into and will be executed during the next fiscal year. The maximum draft that can be carried June 30, 1908, at mean low water over the shoalest part of the channel under improvement is 11 feet. The stream is navigable in fact to Port Deposit, Md., which is about 5 miles above the mouth of the river. The improve- ment has made no appreciable difference in freight rates. It is pro- posed to apply funds asked for in continuing project. Three steamers and 65 sailing vessels and barges are reported as plying in the river, the commerce being valued at $801,420. The tonnage of the river is reported to be as follows: 1905, 135,293; 1906, 73,815; 1907, 85,212. July 1, 1907, balance unexpended -------------------------------- $20, 000.00 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------- 30. 03 July 1, 1908, balance unexpended -------------------------------- 19, 969.97 July 1, 1908, amount covered by uncompleted contracts ------------ 18, 000.00 Amount (estimated) required for completion of existing project .. 54, 500.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 ----------------------------------------- 20, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix J 5.) 6. Harbors at Rockhall, Queenstown, Claiborne, and Cambridge, and Chester, Choptank, Warwick, Pocomoke, La Trappe, and Mano- kin rivers, and Tyaskin Creek, Maryland.-(a) Rockhall Harbor and inner harbor at Rockhall.-In 1894 the controlling depth at Rockhall Harbor was 5 feet, with an average range of tide of 1.1 feet. With an appropriation of $16,000 made June 3, 1896 (the first for this work), a project was carried out in 1897-98 for dredging a cut 80 feet wide and 10 feet deep at mean low water from the 10-foot curve in Swan Creek Inlet to the 10-foot depth in Chesapeake Bay, and a channel 100 feet wide and 10 feet deep from that depth in Swan Creek Inlet to the old pier at Rockhall. A turning basin, embracing the old and new piers, was also dredged. In accordance with the river and harbor act of March 3, 1899, an examination was made of Rockhall Harbor and the inner harbor at Rockhall, report on which is printed in the Annual Report of the Chief of Engineers for 1900, pages 1670-1672. The project then pro- posed is dredging a channel 12 feet deep and 150 feet wide from Chesapeake Bay to Swan Creek Inlet, across Swan Point bar, and 12 feet deep and 150 feet wide from Swan Creek Inlet to the wharf at Rockhall at a cost estimated in 1899 to be $43,065, and $9,208 every. two years for maintenance. The river and harbor act of June 13, 1902, adopted this project, which is the existing one. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $14,383.97 was allotted for this work. RIVER AND HARBOR IMPROVEMENTS. 225 A contract for expenditure of funds has been entered into, and dredg- ing was begun near close of fiscal year. The channel across Swan Point bar is practically obliterated, no funds being available for maintenance since the channel was orig- inally dredged. It is questionable whether the channel at this point can be maintained at reasonable cost, and it may be necessary to abandon it and make a detour to the southward so as to avoid this bar. The unit price of dredging has exceeded that assumed in the original estimate. The estimated cost of project was increased May 13, 1907, to $60,386.81. The amount expended on this improvement to June 30, 1908, is $41,573.73, of which $16,597.12 was on a previous project and $537.54 for maintenance, consisting in the removal of a shoal in the inner harbor. About two-fifths of the project has been completed. It is proposed to apply all funds to continuing the project. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel across Swan Point bar is about 4 feet and in the inner harbor 12 feet, to which point the improvement is navigable in fact. The harbor is a bay making in from Chesapeake Bay and is navigable in fact to Rockhall pier, which is about one-fourth mile above the mouth of Rockhall Harbor. In 1905 over 50 vessels of from 5 to 50 tons made this harbor their headquarters, and steamers made a daily service from Baltimore, their course from Baltimore being down the bay and around the south end of Swan Point bar to the inner harbor at Rockhall. It is impracticable to procure commercial statistics for 1907, the last received, those for 1905, being reported at $388,811. It is stated that the improvement has had no appreciable effect on freight rates. July 1, 1907, balance unexpended ---------------------------- $14, 377.31 June 30, 1908, amount expended during fiscal year for works of im- provement ... ------------------------------ ----------------- 137.72 July 1, 1908, balance unexpended ----------------------------- 14, 239. 59 July 1, 1908, outstanding liabilities ------------------------------- 7. 62 July 1, 1908, balance available-- ---------------------------- 14, 231.97 July 1, 1908, amount covered by uncompleted contracts ------------ 12, 945. 58 Amount (estimated) required for completion of existing project - 21, 711.03 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 .-------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897. (b) Queenstown Harbor.-Before 1871 the controlling depth in this harbor was 6 feet, with a range of tide of about 2 feet. Between that year and 1880 it was improved under a project dated January 2, 1871, and a channel 100 feet wide at bottom and 8 feet deep at mean low water was made. In 1897, with $5,000 appropriated for continu- ing the improvement, a channel was dredged to 8J feet at mean low a See consolidated money statement on page 235. 57101--ENG 1908- 15 226 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. water and 100 feet wide from Chester River to the inner harbor, to which point the bay is navigable in fact, and in 1900 a shoal extend- ing from a point 138 feet above the lower light down for a distance of 950 feet was dredged to a depth of 8 feet and a width of 80 feet. The river and harbor act of June 13, 1902, provided that the im- provement should be made in accordance with the report submitted and printed in the Annual Report of the Chief of Engineers for 1900, pages 1673-1676. The project therein submitted contemplates in- creasing the dimensions of the channel so as to make them 10 feet deep and 200 feet wide, at an estimated cost of $23,100. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $4,975.70 was allotted for this work. A contract for expenditure of funds was entered into and dredging completed in the winter of 1907, advancing the project to that extent. Funds asked for are intended to continue the project. Owing to insufficient appropriations, the work has been prolonged and the cost of maintenance is added to the original estimate. The unit price of dredging has exceeded that in the original estimate. The estimated cost of project was therefore increased May 13, 1907, to $25,886.35. The amount expended on this improvement to June 30, 1908, is $39,861.05, of which $19,557.80 was on the existing project, and $1,303.25 for maintenance. About three-fourths of the project has been completed. The entire channel has been dredged to a depth of 10 feet, but the maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the locality under improvement was B8 fbet. Six steamers and 175 sailing vessels and barges are reported to ply in the harbor. The tonnage of the harbor is reported to be as fol- lows: 1900, 12,373; 1901, 11,328; 1902, 18,769; 1903 (only partial statistics could be obtained), 3,889; 1904, 19,144; 1905, 19,421; 1906, 19,808; 1907, 20,202, valued at $1,063,540. The harbor is a bay making from the Chester River and is naviga- ble in fact to Queenstown, which is about one-half mile above mouth of harbor. The improvement has made no perceptible difference in freight rates. July 1, 1907, balance unexpended-----------------------------$4, 975.70 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $2, 951.30 For maintenance of improvement ------------------ 1, 303.25 4, 254. 55 July 1, 1908, balance unexpended----- -------------------------- 721.15 July 1, 1908, amount covered by uncompleted contracts -------------- 447.50 Amount (estimated) required for completion of existing project --. 5, 607.40 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 _---------------------------------------(a) Submitted in compliance with requirements of sundry civil act of June 4, 1897. (c) ClaiborneHarbor.-Claiborneis on the eastern shore of Chesa- peake Bay, about 6 miles east from Bloody Point light-house. No a See consolidated money statement on page 235. RIVER AND HARBOR IMPROVEMENTS. 227 improvement there had ever been made by the United States previous to the existing project. The controlling depth was 9 feet at mean low water with a mean range of tide of about 2 feet. The act of June 13, 1902, adopted the existing project, which pro- vides for dredging a channel 12 feet deep at mean low water and 300 feet wide from the 12-foot contour in Eastern Bay to the railroad pier in the harbor, a distance of about 1,900 feet, and thence shore- ward along the south side of the pier to a width of 195 feet for a length of 500 feet, at an estimated cost of $17,490, and a further sum of $2,500 for an extension of the existing jetty, should it be found necessary. A 12-foot depth at mean low water was dredged with variable widths in the fiscal year ending June 30, 1904. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $3,440.24 was allot- ted for this work. A contract for expenditure of funds was entered into and dredging finished in the spring of 1908, which resulted in restoring the channel to dimensions left in 1905. Funds asked for are for completion of project. About three-fifths of the project has been completed. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel is 11 feet. The amount expended to June 30, 1908, is $19,993.10, of which $4,993.10 was for maintenance. Owing to insufficient appropriations the work has been prolonged and the cost of maintenance is added to the original estimate. The unit price of dredging has exceeded that in the original estimate. The estimated cost of project was therefore increased May 13, 1907, to $27,408.30. Claiborne is at the head of navigation in Claiborne Harbor, and is the western terminus of the Baltimore, Chesapeake and Atlantic Railway. It is about one-half mile from the mouth of the harbor. Three steamers and 71 sailing vessels and barges are reported to ply in the harbor. The tonnage of the harbor is reported to be as follows: 1903, 89,549; 1904, 90,435; 1905, 93,603; 1906, 91,957; 1907, 93,794, valued at $7,250,456. The improvement has made no appreciable difference in freight rates. Reference to a survey is to be found on page 185 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended---- ------------------------ $3, 440. 24 June 30, 1908, amount expended during fiscal year, for maintenance of improvement -------------------------------------------- 3, 129. 75 July 1, 1908, balance unexpended------------------------------- 310.49 July 1, 1908, amount covered by uncompleted contracts ------------- 308. 90 Amount (estimated) required for completion of existing project- -12, 097. 81 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance unex- pended July 1, 1908_ -------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897. a See consolidated money statement on page 235. 228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (d) Cambridge Harbor.-Thisharbor is on the eastern side of the Choptank River, about 20 miles above its mouth, and Cambridge is the head of navigation at the mouth of the harbor. In 1870, before operations were commenced, there was a controlling depth of 4 feet, with a mean range of tide of about 1.7 feet. The improvement of the harbor was commenced in 1871 with a project submitted in March of that year for an entrance way of 100 feet in width and to provide sufficient harbor accommodations of a depth of 10 feet at mean low water. The estimated cost was $36,000. The sum of $10,000 was appropriated March 3, 1871, and work begun. On this and succeed- ing projects $50,237 was expended to June 30, 1896, resulting in a channel 150 feet wide and 12 feet deep at mean low water from that depth in the Choptank River to the railroad wharf, a distance of nearly a mile. The inner harbor below the bridge had been dredged over its whole irregular area to a depth of 10 feet, and the part of the harbor above the bridge for a distance of 750 feet had been dredged to a depth of 8 feet and a width of 215 feet. A survey was made in 1896 (printed in Annual Report of the Chief of Engineers for 1897, p. 1297), and the improvements then recommended were for a 12-foot low-water channel 150 feet wide from the 12-foot curve in the Chop- tank River to a point 500 feet outside the Baltimore, Chesapeake and Atlantic Railway Company's steamboat wharf, and from this point gradually widening to the harbor line at the wharf; from the steam- boat wharf to Mill wharf to increase the width an average of 200 feet, with a depth of 8 feet, making an anchorage basin; increasing the width of the lower harbor 40 feet on the north side and widening the upper harbor an average of 360 feet along the channel already dredged to a depth of 8 feet. The estimated cost of the project was $8,120. It is the existing one. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $1,531.63 was allotted for this work. A contract for ex- penditure of funds was entered into and dredging under it finished in the summer of 1907, resulting in advancing part of the 8-foot project and removing some shoals in the 12-foot part of the project. The amount expended on this improvement to June 30, 1908, is $57,700.32, of which $50,237 was on previous projects and $244.76 for maintenance. Owing to insufficient appropriations the work has been prolonged and the cost of maintenance is added to the original estimate. The estimate of cost of project was increased May 13, 1907, to $13,858.25. The project is about five-eighths completed. All funds are intended to be applied to continuation and maintenance of the project. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel below the bridge was 10 feet, and about 8 feet above as far as the channel has been dredged. Six steamers and 132 sailing vessels and barges are reported to ply in the harbor, the commerce being valued at $8,796,912. The tonnage of the river is reported to be as follows: 1903, 101,552; 1904, 102,568; 1905, 103,697; 1906, 101,662; 1907, 103,693. The improvement has made no appreciable difference in freight rates. RIVER AND HARBOR IMPROVEMENTS. 229 July 1, 1907, balance unexpended --------------- ------------- $1, 531.63 June 30, 1908, amount expended during fiscal year: For works of improvement 097.76 $---------------------$1, For maintenance of improvement ------------------- 244.76 1, 342. 52 July 1, 1908, balance unexpended .------------------------------- 189.11 July 1, 1908, amount covered by uncompleted contracts ------------- 137.56 Amount (estimated) required for completion of existing project - 6,450. 58 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (e) Chester River, Maryland, from Crumpton to Jones Landing.- Before operations were undertaken on this part of the river vessels at low tide drawing 6 feet of water could reach Crumpton, 33 miles above the mouth, and from that point to Jones Landing (to which point the stream is navigable in fact), 61 miles, the controlling depth was 3 feet, with a mean range of tide of 1.2 feet. The project for improve- ment, adopted by the river and harbor act of September 19, 1890, is for a 6-foot low-water channel from Crumpton to Jones Landing, at an estimated cost of $12,750, increased in 1896 to $14,250, and still later to $19,562.50. There has been but one project for this section of the river. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Cheasapeake Bay, and $2,417.36 was allotted for this work. A contract for ex- penditure of funds for maintenance was entered into and dredging for maintenance under it finished in the winter, restoring project dimensions from Crumpton to Ford's wharf. The amount expended on this improvement to June 30, 1908, is $23,012. 06, of which $5,604.88 was for maintenance. The project is completed. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the river was 5 feet. Six steamers and 175 sailing vessels and barges are reported to ply in the river, the commerce being valued at $3,561,122. The tonnage of the river is reported to be as follows: 1906, 48,199; 1907, 49,162. The improvement has made no appreciable difference in freight rates. It is proposed to apply funds asked for to removing shoals that have formed in the channel since it was dredged. July 1, 1907, balance unexpended ---------------------------- $2,417.36 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 2, 165.06 July 1, 1908, balance unexpended------------------------------- 252.30 July 1, 1908, amount covered by uncompleted contracts------------ 216.54 Xmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. G See consolidated money statement on page 235. 230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (f) Choptank River, Maryland.-Before improvements were be- gun in 1879 the depth.lof water in the channel between Denton and Greensboro varied from 2 to 8 feet, with a mean range of tide of about 2 feet. Navigation, carried on by small sailing vessels, ex- tended to only 3 miles above Denton. Upon the remaining 5 miles to Greensboro, the head of navigation, all freight had to be trans- ported upon scows. Greensboro is about 46 miles above the mouth of the river. A project for improvement was made in 1880 for an 8-foot low- water channel 75 feet wide, at an estimated cost of $79,000. At the close of the fiscal year 1903 the project channel had been completed, except for a distance of about 1 mile at the upper end, but there has been some shoaling since. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $9,662.55 was allotted for this work. A contract for ex- penditure of funds was made and dredging under it completed last spring and resulted in completing the project except for a distance of about 1,200 feet. About one twenty-fifth of the project remains to be done. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel under improvement was 6 feet. The amount expended on this improvement to June 30, 1908, was $79,102.27, of which $4,344.69 was for maintenance. Six steamers and 251 sailing vessels and barges are reported as plying in the river, the commerce being valued for the past year at $16,130,830. The tonnage of the river is reported to be as follows: 1903, 208,367; 1904, 210,447; 1905, 212,725; 1906, 208,496; 1907, 212,661. The improvement has made no appreciable difference in freight rates. It is proposed to apply the funds asked for to completing the project. July 1, 1907, balance unexpended- --------------------------- $9, 662. 55 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $7, 368. 37 For maintenance of improvement. ----------------- 848.90 8, 217. 27 July 1, 1908, balance unexpended 445. 28 1,--------------------------- July 1, 1908, amount covered by uncompleted contracts ------------ 868.98 Amount (estimated) required for completion of existing project .. 2, 797. 14 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the balance un- expended July 1, 1908 ------------------------------- (a)------ Submitted in compliance with requirements of sundry civil act of June 4, 1897. (g) Warwick River, Maryland.-This river, formerly named Sec- retary Creek, is in Dorchester County, eastern shore of Maryland, and flows into the Choptank River, one of the largest tributaries of Chesa- peake Bay. It is a small tidal basin 2 miles long, with no fresh-water influx at the head, and was originally only 4 feet deep. The average a See consolidated money statement on page 235. RIVER AND HARBOR IMPROVEMENTS. 231 rise of tide is 2 feet. The original project for the stream is dated January 20, 1880. Before the adoption of the present project about $12,000 had been expended in the improvement of this river-$6,000 by the General Government andthe remainder by private parties. The existing proj- ect for improvement, based upon a survey in 1891 (printed in Annual Report of the Chief of Engineers for 1891, p. 1219) and adopted by the river and harbor act of July 13, 1892, provides for a channel 100 feet wide and 10 feet deep at mean low water from the 10-foot depth in Choptank River to Secretary Landing, at the head of the river, inm- cluding a turning basin at the latter point, at an estimated cost of $18,600. The project was completed in July, 1903, but shoals formed rapidly. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $3,493.87 was allotted to this work. A contract was entered into and the dredging finished under it in the summer of 1907, re- storing the project dimensions from the turning basin to Cedar Point. Funds asked for are intended to be applied to maintenance. The amount expended on present project to June 30, 1908, is 20,831.82, of which $4,791 was for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoal- est part of the channel under improvement was 9 feet. Six steamers and 80 sailing vessels and barges are reported as ply- ing in the river, the commerce being valued at $3,129,022. The ton- nage of the river is reported to be as follows: 1903, 65,206; 1904, 65,858; 1905, 66,631; 1906, 60,027; 1907, 61,225. The improvement has made no appreciable difference in freight rates. July 1, 1907, balance unexpended ---------------------------- $3, 493. 87 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------- --------------------------------- 2, 922.82 July 1, 1908, balance unexpended-------------------------------571.05 July 1, 1908, amount covered by uncompleted contracts -------------- 313. 27 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 (----------------- ) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (h) Poconmoke River, Maryland.-This river has been under im- provement by the General Government since 1878, the original project being dated November 19, 1878. In 1879 and 1880, $12,500 was expended on work below Snow Hill, chiefly in the rectification of the channel and in giving increased width, the depth being 7 feet at mean low water. In 1888, with an appropriation of $8,000, a cut- off was made through the low neck of land forming four abrupt bends just below Snow Hill. At the close of these operations there was a channel not less than 80 feet wide and 7 feet deep between Snow Hill and Shad Landing, a distance of about 4. miles. The existing project adopted by the river and harbor act of June 3, 1896, is based upon a survey made in 1894-95 (printed in Annual A See consolidated money statement on page 235. 232 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Report of the Chief of Engineers for 1895, p. 1167) and is for dredg- ing the channel between Snow Hill and Shad Landing to a depth of 9 feet at mean low water and a width of from 100 to 130 feet, at an estimated cost of $14,000. The mean range of tide is 21 feet. Snow Hill is the head of navigation on this stream and is about 28 miles above the mouth. With funds provided from 1897 to 1904 the chan- nel was dredged to the project dimensions. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay and $2,298.60 was allotted to this work. A contract for expend- iture of funds for maintenance was made and dredging under it finished in June, 1908, removing three shoals. To the end of the fiscal year $35,122.25 has been expended for the improvement of this river, of which $20,500 was on previous projects and $351.52 for maintenance. The project is completed, and the additional work required is for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel under improvement was 7 feet. Three steamers and 88 sailing vessels and barges are reported as plying in the river, the commerce being valued at $4,532,782. The tonnage of the river is reported to be as follows: 1903, 24t,568; 1904, 246,223; 1905, 67,165; 1906, 65,710; 1907, 67,024. The improvement has made no appreciable difference in freight rates. July 1, 1907, balance unexpended ---------------------------- $2, 298. 60 June 30, 1908, amount expended during fiscal year for maintenance ..... of improvement -------------------------------------------- 79.25 July 1, 1908, balance unexpended ----------------------------- 2, 219.35 July 1, 1908, outstanding liabilities ------------------------------- 5. 12 July 1, 1908, balance available ...-------------------------------- 2, 214. 23 July 1, 1908, amount covered by uncompleted contracts ----------- 2, 038. 10 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (i) La Trappe River, Maryland.-This stream, formerly known as Dividing Creek, has a length of about 3 miles and is a tributary of Choptank River. The head of navigation is at Trappe Landing. The controlling depth prior to 1893 was 4 feet, with a mean range of tide of 18 inches, but was afterwards increased to 8 feet by dredging, under private subscription. The original project, which is the exist- ing one, was adopted by the river and harbor act of July 13, 1892, and is for a channel 150 feet wide and 11 feet deep at mean low water across the bar at the mouth and for a width of 75 feet and a depth of 8 feet inside the bar as far as Trappe Landing, with a turn- ing basin at the latter point, at an estimated cost of $7,250, subse- quently increased to $9,750. The project has been completed and the additional work required is for maintenance. * See consolidated money statement on page 235. RIVER AND HARBOR IMPROVEMENTS. 28833 The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $2,135.39 was allotted for this work. A contract was made for expenditure of funds for maintenance and dredging under it was finished the last month of 1907, restoring turning basin to project dimensions. The amount expended to June 30, 1908, is $11,028.69, of which $3,064.82 was for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel was 7 feet. Three steamers and 83 sailing vessels and barges are reported as plying in the river, the commerce being valued at $875,218. The tonnage of the river is reported to be as follows: 1903, 11,466; 1904, 13,601; 1905, 13,848; 1906, 13,588; 1907, 13,859. The improvement has made no appreciable difference in freight rates. July 1, 1907, balance unexpended_ ----------------------------- $2, 135.39 June 30, 1908, amount expended during fiscal year for maintenance of improvement-----------------------------------------1, 911.19 July 1, 1908, balance unexpended ------------------------------ 224. 20 July 1, 1908, amount covered by uncompleted contracts ------------- 191.29 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (j) Manokin River, Maryland.-Before improvements were com- menced in 1891 the depth of water at the mouth of the river at the so-called "Mud flats " was between 1 and 2 feet at low tide. These flats are about 21 miles wide and make navigation impossible except at high water, thereby rendering the upper part of the river, which has a very fair depth and width, almost useless for extensive shipping purposes. The average rise of tide at the flats is 2.6 feet. Princess Anne is the head of navigation and is about 12 miles above the mouth of the river. The project was adopted by the river and harbor act of September 19, 1890, and is based upon a survey made in August and September, 1889. (Report printed in Annual Report of the Chief of Engineers for 1890, p. 961.) It provides for a channel 6 feet deep at mean low water and 100 feet wide from Locust Point to Sharps Point, a dis- tance of about 21 miles and embracing the section called the "Mud flats," at an estimated cost of $30,000. From 1891 to 1900 dredging on the whole project was done at vari- ous times as funds became available. At the close of these opera- tions there was a channel 6 feet deep from Sharps Point to about a mile above Dashiells Creek and a slightly less depth to the steamboat wharf above, and at the mouth soundings taken over the area formerly dredged showed a range of depth from 4.5 to 7.3 feet. No work was done afterwards until that of the autumn of 1905, which consisted in removing shoals that had formed, and resulted in a controlling depth of but 3 feet. * See consolidated money statement on page 235. 284 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The creation and maintenance of a channel across the mud flats at the mouth of this river is a work of some difficulty and uncertainty under the method adopted, which was originally considered as ten- tative only and the best that the commercial importance of the project would justify. Funds have not been available for adequate main- tenance and the channel has deteriorated rapidly. The estimate of cost of project was increased May 13, 1907, to $42,103.99. The river and harbor act of March 2, 1907, appropriated $60,000 for improve- ment of rivers and harbors on east shore of Chesapeake Bay, and $9,160.69 was allotted for this work. A contract for expenditure of funds was made and dredging under it is in progress at close of fiscal year. The amount expended on the improvement to June 30, 1908, is $31,055.27, and $2,000 additional was expended on the upper river, which is not included in the existing project. The amount expended for maintenance was $8,511.13. About two-thirds of the project is completed. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel at the mouth was 3 feet. It was impracticable to procure commercial statistics. The im- provement has made no appreciable difference in freight rates. It is proposed to apply the funds asked for toward completing the project. July 1, 1907, balance unexpended ----------------------------- $9, 160.69 June 30, 1908, amount expended during fiscal year for maintenance of improvement-----------------------------------------3, 782.77 July 1, 1908, balance unexpended-----------------------------5, 377. 92 . July 1, 1908, outstanding liabilities ------------------------------ 12.63 July 1, 1908, balance available-----------.-------------------- 5, 365. 29 July 1, 1908, amount covered by uncompleted contracts ------------ 4, 785.33 Amount (estimated) required for completion of existing project .. 14, 181.93 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 .-------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of SJune 4, 1897. (k) Tyaskin Creek.-This stream is also known as Wetipquin Creek, or River. It is a small tributary of Nanticoke River, having a length of about 5 miles. The controlling depth in the creek was 8 feet, but on the bar at the mouth it was but 3 feet at mean low water, with an average rise and fall of the tide of 3 feet. A survey was made in 1899 (report printed in Annual Report of the Chief of Engi- neers for 1900, p. 1681). The existing project, which is the original one, was adopted by the river and harbor act of June 13, 1902, and is for a channel 9 feet dee at mean low water, with a width of 120 feet, at an estimated cost of $13,200. Under a survey made in January, 1906, the estimate of cost of completion of this project, with a suitable turning basin added, is $6,462.39. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on the east shore of Chesa- peake Bay, and $6,500 was allotted to complete the work. A contract * See consolidated money statement on page 235. RIVER AND HARBOR IMPROVEMENTS. 285 was made for completion and dredging was finished, as far as funds permitted, in the spring of 1908. The channel was completed to the project depth and width, but owing to shoaling since the survey and estimate were made in January, 1906, the turning basin was left at a controlling depth of 7 feet at mean low water, which is ample for present needs. Funds asked for are intended to be applied to com- pleting turning basin and maintenance of project. The amount expended to June 30, 1908, is $15,748.76, of which $2,443.91 was for maintenance, and $3,146.85 on project as modified by estimate of January, 1906. The project is about two-thirds com- pleted. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the improvement was 9 feet, and the turning basin 7 feet. Three steamers and 36 sailing vessels and barges are reported as plying in the creek, the commerce being valued at $71,498. The ton- nage of the creek is reported to be as follows: 1903, 784; 1904, 796; 1905, 856; 1906, 945; 1907, 967. The improvement has made no appreciable difference in freight rates. Reference to reports on examination and survey required by the river and harbor act of March 3, 1905, will be found on page 214 of the Report of the Chief of Engineers for 1906. July 1, 1907, balance unexpended ---------------------------- $6, 500.00 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $3, 146. 85 For maintenance of improvement ---------------- 2,443. 91 5, 590.76 July 1, 1908, balance unexpended----------------------------- 909.24 July 1, 1908, amount covered by uncompleted contracts-------------582. 56 Amount (estimated) required for completion of existing project 2, 406.30 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addi- tion to the balance unexpended July 1, 1908------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended-------------------------------$59, 993.34 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------- $14, 702.00 For maintenance of improvement --------------- 18, 831.66 33, 533.66 July 1, 1908, balance unexpended ----------------------------- 26, 459.68 July 1, 1908, outstanding liabilities------------------------------- 25.37 July 1, 1908, balance available--------------------------------26, 434.31 tAmount July 1, 1908, amount covered by uncompleted contracts ----------- Amount (estimated) required for completion of existing project- that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addi- tion to the balance unexpended July 1, 1908------------------ Submitted in compliance with requirements of sundry civil act of 22, 735.60 65, 252.19 80, 000.00 June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix J 6.) * See consolidated money statement on this page. 236 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Nanticoke River, Delaware and Maryland.-This river is a tidal stream, its headwaters consisting of numerous branches rising mainly in the northern section of Sussex County, Del. The river flows in a southwesterly direction into Tangier Sound, Chesapeake Bay, and the interests for the improvement of the river center at Seaford, the head of navigation, 36 miles from the mouth, where the range of tide is about 3.4 feet. The river and harbor act of August 18, 1894, appropriated $5,000 for improving Broad Creek River, Delaware, a branch of Nanticoke River, and provided that as much of it as might be necessary should be used for the removal of the bar extending from the railroad bridge at Seaford toward the mouth of Nanticoke River. With this appro- priation the channel was dredged where necessary to a width of 100 feet and a depth of 9 feet at mean low water from the south side of the railroad bridge at Seaford to a point 8,000 feet below. A previous appropriation for the Nanticoke River in 1886 was, in accordance with the terms of the law, applied to Broad Creek River up to Laurel. The existing project for the improvement of the Nanticoke River is based upon a survey made in 1895 (printed in Annual Report of the Chief of Engineers for 1895, pp. 1165 to 1167) and is for a channel 9 feet deep at mean low water and 100 feet wide, the width to be increased to about 150 feet at sharp turns of the channel, the improve- ments to be extended to within 100 feet of the county bridge, where the proposed channel is to widen out fan-shaped, at an estimated cost of $13,000. The project is completed, and the additional work re- quired is for maintenance. Work during the year consisted in dredging under contract, which was finished in the spring of 1908, restoring the channel dimensions below the bridge. Funds asked for are intended to be applied to maintenance. The amount expended to June 30, 1908, was $14,697.01, of which $5,000 was on a previous project and $4,126.27 for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel was 8 feet. Three steamers and 122 sailing vessels and barges are reported as plying in the river, the commerce being valued at $7,274,180. The tonnage of the river is reported to be as follows: 1903, 119,038; 1904, 120,229; 1905, 121,769; 1906, 119,348; 1907, 121,733. The improvement has made no appreciable difference in freight rates. July 1, 1907, balance unexpended ---------------------------- $2, 000.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 1, 697.01 July 1, 1908, balance unexpended ------------------------------- 302. 99 July 1, 1908, outstanding liabilities ------------------------------ 12.33 July 1, 1908, balance available --------------------------------- 290. 66 July 1, 1908, amount covered by uncompleted contracts --------------- 178.60 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908-_- -___- . . ..___- ...____ ___... 2,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix J 7.) RIVER AND HARBOR IMPROVEMENTS. 287 8. Broad Creek River, Delaware.-This is a tributary of the Nanti- coke River, and in 1881 the controlling depth was 1 feet, with a mean range of tide of 3 feet. In 1889 a channel 6 feet deep at mean low water and 50 feet wide had been dredged under project dated February 4, 1880, from Bethel to Laurel, the head of navigation, about 7 miles from the mouth of the river, at a cost of $35,000. The existing project, adopted by the river and harbor act of July 13, 1892, is for a channel 70 feet wide and 8 feet deep at mean low water between Bethel and Laurel, at an estimated cost of $15,000. The pro- jected channel was dredged except for a short distance at the upper end, where it was reduced to 60 feet in width to secure the stability of some wharves. The work of the year was for maintenance. Con- tract was entered into and dredging under it finished in the spring of 1908, removing shoals above and for a distance of about 1,000 feet below the railroad bridge at Laurel. The appropriation requested is intended to be applied to maintenance. The amount expended to June 30, 1908, is $15,100, of which $100 was for maintenance. The project is completed, and the additional work required is for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water, over the shoalest part of the channel is reported to be 7 feet. One thousand and forty-six vessels passed through the railroad drawbridge, but this does not comprise all the shipping on the river. The tonnage of the river for 1907 is reported to be 26,353, valued at $279,149.44. The improvement is reported to have made a reduction of 25 per cent in freight rates. July 1, 1907, balance unexpended -------------------------------- $1, 500. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement 00. 00 1------------------------- July 1, 1908, balance unexpended ------------------------------- 1,400.00 July 1, 1908, amount covered by uncompleted contracts -------------- 1, 354.75 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------------- 2, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix J 8.) 9. Wicomico River, Maryland.-The portion of the river at and just below Salisbury, which is the head of navigation and 23 miles from the mouth, has been under improvement by the United States since 1872, under project dated April 15, 1871. The average rise and fall of tide is 3 feet. At that time the navigable channel, with a mini- mum depth of 8 feet at low water, extended to a point within 2 miles of Salisbury. The extreme upper portion, as far as the milldam in the heart of the town, was quite shoal, and has an average depth of only 18 inches at low tide. Between 1872 and 1885 a channel 75 to nearly 100 feet wide and 7 feet deep at low water was dredged from deep water below to the drawbridge in the town, at a cost to the Govern- ment of about $50,000. 238 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project, based upon a survey of the river made in 1889 (printed in Annual Report of the Chief of Engineers for 1890, pp. 947-950), provides for a channel 9 feet deep at mean low water, from that depth below to the drawbridge at Salisbury, the width to be from 100 to 150 feet, at an estimated cost of $23,200. At the time this proj- ect was adopted there existed a 7-foot low-water channel from 75 to 100 feet wide to Salisbury. The project has been completed, and the additional work required is for maintenance. Work during the year was for maintenance. Contract was entered into and dredging under it finished in the spring of 1908, restoring dimensions of the upper part of the channel. The amount expended to June 30, 1908, is $87,253.42, of which $50,000 was on previous projects and $7,197.66 for maintenance. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel under improvement was 8 feet. Two steamers and 82 sailing vessels and barges are reported as ply- ing in the river, the commerce being valued at $14,044,966. The ton- nage of the river is reported to be as follows: 1903, 197,306; 1904, 199,279; 1905, 202 510; 1906, 198,451; 1907, 202,416. The improve- ment has made no appreciable difference in freight rates. Reference to reports on examination and survey of the river re- quired by the river and harbor act of March 3, 1905, will be found on page 215 of the Report of the Chief of Engineers for 1906. It is proposed to apply the appropriation asked for in restoring channel to project dimensions below Williams wharf. July 1, 1907, balance unexpended --------------------------------- $2, 500.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 2, 255.42 July 1, 1908, balance unexpended -------------------------------- 244.58 July 1, 1908, amount covered by uncompleted contracts-------------- 224.76 mount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix J 9.) 10. Crisfield Harbor,Maryland.-This harbor is situated at Somers Cove, Little Annemessex River, which at this point is an estuary of Tangier Sound, on the east side of Chesapeake Bay. It is the prin- cipal port of the collection district of eastern Maryland. Crisfield is the head of navigation of the harbor and is 1 mile from its mouth. The length of the navigable portion of the harbor is 1 miles. Orig- inally the harbor had a controlling depth of 8 feet at mean low water for a width of 400 feet, with a mean rise and fall of tide of 2.6 feet, but this'was not deemed adequate for the commerce of the port. The original project adopted by the river and harbor act of March 3, 1875, was for a channel 266 feet wide and 12 feet deep at mean low water from above the railroad wharf to a point known as the second angle, opposite Somers Cove light, and from that point to deep water below, a channel of the same depth 425 feet wide, and in addition a basin on both the north and south sides of the railroad wharf 12 feet deep, bIVER AND HARBOR IIPROVEMENTS. 239 at an estimated cost of $37,317.50. The work was completed May, 1876. No dredging has been done since, and the work has been with- out maintenance for about thirty years. The act of March 3, 1905, authorized a survey, which was made in December, 1905, the report thereon being printed in House Document No. 783, Fifty-ninth Congress, first session. The existing project, adopted by the river and harbor act of March 2, 1907, is to restore the channel formerly dredged and to restore and widen the anchorage basin, at an estimated cost of $37,706.62, and an annual cost for main- tenance of $800. The river and harbor act of March 2, 1907, made an appropriation of $37,707 for the completion of this project. There were no operations during the year, but a contract has been entered into for completion of the work. To June 30, 1908, $46.43 has been expended on existing project. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the channel under improvement was 8 feet. Eight steamers and 357 sailing vessels and barges are reported as plying in the harbor, the commerce being valued at $2,197,350. . tonnage of the harbor is reported to be as follows: 1906, 30,265; lt 30,738. A report on a survey of this harbor is to be found beginning on page 105, Part 2, Annual Report of the Chief of -Engineers for 1875. July 1, 1907, balance unexpended ---------------------------- $37,707.00 June 30, 1908, amount expended during fiscal year for works of improvement ---------------------------------------------- 46.43 July 1, 1908, balance unexpended ---------------------------- 37,660.57 July 1, 1908, outstanding liabilities ------------------------------ 20.00 July 1, 1908, balance available ---------- -------------------- 37, 640. 57 July 1, 1908, amount covered by uncompleted contracts ----------- 33,936.30 (See Appendix J 10.) 11. Removing sunken vessels or craft obstructing or endangering navigation.-Duringthe past fiscal year the following wrecks were removed: Schooner Samuel D. Lankford, from Chesapeake Bay, near Swan Point, Maryland, at a cost of $321, and the sloop Potter, from Baltimore Harbor, Maryland, at a cost of $90. The total amount expended was $411. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination with plan and estimate of cost of im- provement of Lower Thoroughfare, at or near Wenona, Deal Island, Maryland.-Reports dated April 18 and May 21, 1907, respectively, are printed in House Document No. 76, Sixtieth Congress, first ses- sion. A plan for improvement at an estimated cost of $5,300 is presented. 240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Preliminary examination and survey of Northwest Fork of Nanticoke River (Marshyhope Greek), from its mouth to Federals- burg, Md.-Reports dated May 1, 1907, and January 7, 1908, re- spectively, are printed in House Document No. 869, Sixtieth Con- gress, first session. A plan for improvement at an estimated cost of $44,200 is presented. The local officer was also charged with the duty of making a pre- liminary examination and survey of Tuckahoe River, Maryland. from Wayman's wharf to the town of Hillsboro, provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted. IMPROVEMENT OF RIVERS AND HARBORS IN THE WASHINGTON, DISTRICT OF COLUMBIA, DISTRICT. This district was in the charge of Maj. Spencer Cosby, Corps of Engineers, to April 30, 1908, having under his immediate orders First Lieut. Elliott J. Dent, Corps of Engineers, and in the temporary charge of Lieutenant Dent since that date. Division engineer, Col. D. W. Lockwood, Corps of Engineers. 1. Potomac River at Washington, D. C.-Before improvement the Virginia channel was obstructed by two bars. The upper bar ex- tended upstream from Long Bridge to about one-half mile below Easby Point, and the ruling depth on this bar was 8 feet. The lower bar was near Giesboro Point and had a ruling depth of 14 feet. The ruling depth in the Washington channel was 10 feet. Georgetown Harbor was obstructed by several dangerous rocks. The flats, which extended to the edge of the Virginia channel, were largely bare at low water and were an active agent in spreading malarial and other dis- eases. Between June 11, 1870, and March 3, 1881, the sum of $290,000 was appropriated by Congress for the improvement of the harbors of Washington and Georgetown. The project under which this sum was expended is not definitely stated, although it is understood that it provided for dredging channels 16 feet deep and 200 feet wide through the Georgetown and Washington channels, and for the re- moval of the most dangerous rocks obstructing navigation in the harbor of Georgetown to a depth of 20 feet. The existing project for the improvement was adopted August 2, 1882, and has for its object the improvement of the navigation of the river by widening and deepening its channels, the reclamation of the flats by depositing on them the material dredged from the channels, the freeing of the Washington channel of sewage, and the establish- ment of harbor lines. To effect these, the project provided "that the channel depths * * * should be sufficient to accommodate the largest draft vessels that can be brought up to Arsenal Point" (the projected depth was not stated in feet, but by the above-imposed con- dition was at that time limited to 20 feet at low tide, whereas the rul- ing depth in the Potomac River below Washington has now been increased by dredging to 24 feet at low tide), that the flats be re- claimed to a height of 3 feet above the flood plane of 1877 (which, although the highest recorded freshet at that time, was exceeded by about 3 feet by the flood of 1889), and for a tidal reservoir to be pro- RIVER AND HARBOR IMPROVEMENTS. 241 vided with automatic inlet and outlet gates. A training dike on the Virginia shore extending downstream from Analostan Island was added to the project in 1890. The project also provided for the re- building of Long Bridge and for the interception of all sewage dis- charged into the Washington channel, but neither of these works was included in the estimated cost of the improvement, which was $2,716,365. The estimate as revised in 1897 is $2,953,020. The amount expended on the work of the existing project to June 30, 1908, was $2,599,118.54, of which $383,500.44 has been applied to maintenance since March 3, 1899. The following sums have been obtained from other sources than appropriations: Received from sale of blueprints, 50 cents; of condemned property, $89.03; total, $89.53. The expenditure resulted in the dredging of a channel 20 feet deep and 550 feet wide through the bar above Long Bridge, in increasing the width of the natural channel just below Long Bridge by 50 to 500 feet, and in deepening it to 20 feet; in dredging a channel 350 feet wide and 20 feet deep through the bar in the Virginia channel near Giesboro Point; in dredging the Washington channel to a width of 400 feet and a depth of 20 feet; in dredging between this naviga- tion channel and the wall of the adjacent reclaimed area to a depth of 12 feet; in dredging at the junction of the Washington and Vir- ginia channels; in dredging the tidal reservoir (111 acres) to a depth of about 8 feet, and restoring this depth to 75 per cent of its area; in several times redredging cuts 20 feet deep through bars which had reformed by freshet action in the Virginia and Washington chan- nels; in the completion of and repairs to the reservoir outlet; in the construction of about 12 per cent of the combined inlet gates and bridge for the tidal reservoir; in the construction of 35,289 linear feet of sea wall, of which 7,106 linear feet has been taken down and relaid; and in the building of 5,965 linear feet of training dike, con- taining about 21,218 cubic yards of stone. The area of land reclaimed by these operations is 628 acres (or, including reservoir, 739 acres), which, by act of March 3, 1897, was declared to be a public park, under the name of " Potomac Park." The total amount of material deposited on Potomac Park is about 14,064,616 cubic yards, of which 13,464,616 cubic yards was dredged by the Government in prosecuting the improvements, and about 600,000 cubic yards was placed by private parties working under permits. The entire project is now about three-fourths completed. The work of maintenance during the year consisted in partly re- dredging the Virginia channel and tidal reservoir; in repairing wing walls, fender piles, and tidal gates at the reservoir outlet; in making additions and repairs to sea wall; in removing the old Long Bridge; in care of property and in repairs to plant, etc., and in general main- tenance of the improvement. The work on the project during the year consisted in commencing the building of the combined inlet gates and bridge for the reservoir. The project for the improvement of the Potomac River at Wash- ington provides for a flushing basin, with automatic gates at the inlet and outlet, so arranged that at each oscillation of the tide the basin or tidal reservoir will be filled during flood tide from the Virginia 57101-ENG 1908----16 242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel, and emptied to the level of low water during the ebb tide into the Washington channel. In order to provide for a highway connecting the park drives on each side of the inlet to the tidal reservoir, an appropriation of $25,000 was made by act of Congress approved May 27, 1908 (sundry civil appropriation act), to defray the additional expense involved in widening the proposed inlet gates and constructing a road across them. The plans provide for a structure with automatic gates to close during the ebb and open during the flood tide, with curtain gates to be closed when the Potomac River is heavily charged with sedi- ment, with a lock for the passage of small water craft, and with a park highway over the top. The structure will rest upon a pile foundation and will be of concrete or reenforced concrete through- out. A consulting architect has been employed to design the orna- mental features. Preliminary surveys and current observations have been made, general plans have been prepared and approved by the Chief of Engineers, detail plans are in course of preparation, nearly all of the necessary construction plant has been repaired and erected, and pro- posals for furnishing materials for the concrete by contract were opened during the latter part of June. Practically the entire founda- tion has been dredged and about one-third of the bearing piles have been driven. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the Washington channel was 21 feet; for the Virginia channel it was 16J feet. The mean range of tide is about 3 feet. The Potomac River is navigable to the foot of Little Falls, 31 miles above Georgetown, but the Aqueduct Bridge, which crosses the river at Georgetown, 113 miles above the mouth of the river, has no draw ahd limits the navigation of large steamers and masted vessels. The principal articles of commerce are sand and gravel, coal, lumber, ice, cord wood, stone, oils, oysters, bricks, coke, and general merchandise. The receipts and shipments during 1907 amounted to about 798,989 tons and were estimated to be worth about $7,596,494. The benefits to navigation from the improvements made have been marked. Vessels of much deeper draft than those formerly used are now engaged in this trade, and it is understood that freight rates have been materially reduced. It is proposed to apply the funds on hand and the additional ap- propriation recommended toward construction of the tidal gates, con- struction of additional sea wall, reconstruction of about 10,000 linear feet of damaged sea wall, dredging in the Washington channel, and prosecution of the project. The additional work proposed is for the purpose of extension of benefits and for the maintenance of the improvement in a serviceable condition. Maps of the locality may be found in each Annual Report of the Chief of Engineers since 1877, with the exception of those for 1879, 1882, 1893, 1905, and 1906. RIVER AND HARBOR IMPROVEMENTS. 243 Reference to the report on the examination and survey of Potomac River at Washington, D. C., will be found on page 194 of the Annual Report of the Chief of Engineers for 1904. IMPROVING POTOMAC RIVER. July 1, 1907, balance unexpended ------------------------------ $260, 235. 91 Amount received from sale of condemned property --------------- 89.03 260, 324.94 June 30, 1908, amount expended during fiscal year: For works of improvement__--------------------- $13, 787.86 For maintenance of improvement,---------------- 3566. 09 6r 353. 95 July 1, 1908, balance unexpended ------------------------------- 192, 970. 99 July 1, 1908, outstanding liabilities -------------------------- 2, 2173.28 July 1, 1908, balance available --------------------------------- 190, 797.71 July 1, 1908, amount covered by uncompleted contracts ------ 69, 631.43 Amount (estimated) required for completion of existing project- 544, 520. 44 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908-------------- 125, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. TIDAL GATES, POTOMAC PARK. Amount appropriated by sundry civil act approved May 27, 1908_ $25, 000. 00 July 1, 1908, balance unexpended-------------------------------25, 000.00 July 1, 19w, amount covered by uncompleted contracts ----------- 4, 100.00 (See Appendix K 1.) 2. Potomac River below Washington, D. C.-The Potomac River below Washington, D. C., is generally a wide and deep body of water, having the characteristics of a tidal estuary rather than of a fluvial stream. Prior to improvement 24-foot navigation was obstructed by seven shoals, over which the depth ranged from 19 to 23 feet at low tide. Several of these shoals were long and formed serious obstructions to navigation by deep-draft vessels. The present, which is also the original, project for this improve- ment was adopted March 3, 1899. It provides for the improvement of the waterway by dredging channels 24 feet deep and 200 feet wide through all obstructions to 24-foot navigation below Washington, D. C., at an estimated cost of $176,000. The amount expended to June 30, 1908, was $185,000, of which about $31,164 was applied to maintenance. As a result of this expenditure, channels 24 feet deep and at least 200 feet wide have been dredged through all the shoals, and 1,484,362 cubic yards of material has been excavated. The work during the year consisted in a preliminary examination and survey, with a view to obtaining a width of channel of 400 feet, made in compliance with the requirements of the river and harbor act of March 2, 1907. The report and estimates were printed in House Document No. 859, Sixtieth Congress, first session. The maximum draft that could be carried on June 30, 1908, at mean low water over the shoalest part of the locality under improve- ment was 24 feet. The mean range of tide varies from about 1.6 feet 244 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. at the lower shoals to about 2.8 feet at the upper. Georgetown, 113 miles above the mouth of Potomac River, is the head of navigation for large vessels. The principal articles of commerce are sand and gravel, coal, lum- ber, ice, oils, naval ordnance and supplies, cord wood, brick clay, stone, fertilizer, oysters, bricks, phosphate rock, coke, paving blocks, rail- road ties, asphalt, potash salt, and general merchandise. The receipts and shipments during 1907 amounted to about 1,442,900 tons, and were estimated to be worth about $21,093,800. As far as known the work done has had no material effect upon freight rates. The work provided for under the present project has been com- pleted, and no further appropriation is required therefor. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1890, 1900, 1902, and 1903. For reference to the reports of the examinations and surveys of Potomac River below Washington, D. C., see page 197 of the Annual Report of the Chief of Engineers for 1904, and House Document No. 859, Sixtieth Congress, first session. July 1, 1907, balance unexpended --------------------------------- $1, 164.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------------- 164.00 July 1, 1908, balance unexpended ---------------------------------- 1,000. 00 (See Appendix K 2.) 3. Anacostia River, District of Columbia.-Before improvement the ruling depth from the mouth to the Navy-Yard Bridge was about 18 feet, the channel affording this depth being narrow and tortuous. An allotment of $20,000 for work in the Anacostia was made from the appropriation of September 19, 1890, for improving Potomac River at Washington. Under this allotment channels 20 feet deep and about 200 feet wide were dredged through shoals near the foot of South Capitol street and opposite Washington Barracks. This dredging was completed in May, 1892, at a cost of $18,536.94, and the balance, $1,463.06, was applied to the present project. The present project for this stream was adopted June 13, 1902, and provides for the improvement of the portion of Anacostia River below the Navy-Yard Bridge by dredging a channel 20 feet deep for a width of 400 feet, the depth then gradually decreasing to 6 feet at the bulkhead lines, and by depositing the dredged material on the adjacent flats to an average elevation of 7 feet above low tide, the reclaimed area to be surrounded by an earthen embankment to a height of 14 feet above low tide, protected by a masonry sea wall, and provided with suitable drainage through the embankment, all at an estimated cost of $1,218,525. The amount expended on the existing project to June 30, 1908, was $180,504.68, none of which was applied to maintenance. As a result of this expenditure, a channel 20 feet deep at mean low water and at least 300 feet wide (except at Buzzard Point, where the width is about 240 feet) has been secured for a distance of 9,130 feet upstream from the mouth of the Anacostia, i. e., up to the center of the navy- yard. The quantity excavated to date amounts to 1,138,454 cubic yards, in addition to which 170,000 cubic yards has been dredged by other departments of the Government and by private parties under permits from, but without cost to, this office. RIVER AND HARBOR IMPROVEMENT. 245 A riprap wall has been built to a height of 4 feet above mean low water for a distance of 4,900 feet along the left bulkhead line. This wall contains 23,344 cubic yards of stone, 12,174 cubic yards of which was placed during the fiscal year 1908. It will temporarily serve to retain dredged material and will ultimately form the foundation for the projected masonry sea wall. Seven hundred and ninety-one piles of the old dismantled wharf opposite the navy-yard have been removed. Incidental to the improvement of the channel about 110 acres of flats have been filled by the deposit of excavated material to an aver- age height of 4 feet above low tide. Harbor lines have been estab- lished from the mouth of the river up to Pennsylvania Avenue Bridge. The entire project is now about 14 per cent completed. The maximum draft that could be carried on June 30, 1908, over the shoalest part of the locality under imi -ement was 181 feet. The meanyrange of tide is about 3 feet. Anacostia River is navigable for large ves o the Navy-Yard Bridge, for tugs and small vessels to Pennsyl Avenue Bridge, and for small scows and lighters to Bladensbu. Id., respectively, 2, 21, and 8J miles above its mouth. The principal articles of commerce are sand id gravel, naval ordnance and supplies, brick clay, stone, coal, o. n, paving blocks, and cord wood. The receipts and shipments duriLg 1907 amounted to about 287,975 tons, and were estimated to be worth about $4,312,687. The improvement already made has been of benefit to navigation and has resulted in the diversion of considerable traffic from the Washington channel, where conditions were rapidly becoming con- gested. It is not known that any reduction in freight rates has re- sulted from the work done. It is proposed to apply the additional appropriation recommended toward dredging, reclaiming the flats, and completion of the project. The additional work proposed is for the extension of benefits. Maps of the locality will be found in the Annual Reports of the Chief of Engineers for 1903, 1904, 1905, and 1906. Reference to reports upon examinations and surveys of this river will be found on page 198 of the Annual Report of the Chief of Engineers for 1904. A report relative to the title to Anacostia flats is printed in House Document No. 194, Fifty-ninth Congress, first session. July 1, 1907, balance unexpended ------------------------------ $125, 122.65 June 30, 1908, amount expended during fiscal year, for works of im- provement -------------------------------------------------- 27, 164. 27 July 1, 1908, balance unexpended ------------------------------ 97, 958. 3 July 1, 1908, outstanding liabilities_--------------------1,---------1 736. 93 July 1, 1908, balance available ---------------------------------- 96, 221.45 July 1, 1908, amount covered by uncompleted contracts_----------- 85, 859. 35 Amount (estimated) required for completion of existing project - 940, 061.94 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908----------------------------------- 150, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix K 3.) 246 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Breton Bay, Maryland.-Breton Bay, a tidal estuary of the Potomac River, is about 61 miles long and well landlocked. Fifteen feet of water can be carried up the bay for a distance of 4 miles. At the time of the adoption of the project for its improvement, 10-foot navigation in Breton Bay was obstructed by a shoal commencing 5 miles above the mouth and extending to Leonardtown, at the head of the bay. The least channel depth over this shoal was 5 feet at low tide. The original project for improvement, adopted in 1878 and modi- fied in 1886 and 1890, provided for dredging a channel 150 feet wide and 9 feet deep from the 9-foot contour in Breton Bay to the Leonardtown wharf, with a turning basin for steamboats at the wharf 400 feet wide and 600 feet long, at an estimated cost of $30,000. From June 18, 1878, to September 19, 1890, nine appropriations, aggregating $37,500, were made. This sum was applied to dredging 214,229 cubic yards of material. The work called for by the original project was completed in 1891., The present project for this improvement was adopted June 13, 1902, and contemplates the dredging of a channel and turning basin 10 feet deep, the channel to have a minimum width of 200 feet and the turning basin to be 400 feet wide and 600 feet long. The esti- mated cost of the project is $36,480. The Board of Engineers for Rivers and Harbors considered this project. and recommended, in report dated September 22, 1903, that $6,000 be expended at the earliest practicable date in providing a channel 10 feet deep and wide enough to accommodate the boats now trading in this stream, including a turning basin of ample dimensions at Leonardtown wharf, $4,000 to be applied to new work and $2,000 to maintenance. It was the opinion of the Board that the expenditure of $4,000 every four years thereafter would be enough to maintain a sufficient turning basin and a channel at least 100 feet wide and wider at the turn, all of a 10-foot depth. The amount expended under the present project to June 30, 1908, was $11,437.90, of which about $1,500 was applied to maintenance. As a result of this expenditure there has been dredged a channel from Leonardtown wharf to deep water in Breton Bay 150 feet wide, 10 feet deep, and 6,100 feet long, with a turning basin at its head of the same depth, 275 feet wide, and about 500 feet long. The width of the channel is increased to about 220 feet at the turn at Buzzard Point. The project as recommended by the Board of Engineers for Rivers and Harbors is completed, except for maintenance. The total amount of material dredged from the channel under the present project is about 57,000 cubic yards. No work of maintenance was done during the fiscal year ending June 30, 1908. The maximum draft that could be carried on June 30, 1908, at mean low water, over the shoalest part of the locality under improve- ment was 10 feet. The mean range of tides is about 1.7 feet. Leon- ardtown, 6 miles above the mouth of the bay, is the head of navigation. The principal articles of commerce are oysters, railroad ties, cord wood, lumber, grain, tobacco, farm produce, coal, and general mer- chandise. The receipts and shipments during 1907 amounted to about 6,744 tons and were estimated to be worth about $178,668. The number of passengers carried is about 2,000 a year. RIVER AND HARBOR IMPROVEMENTS. 247 The improvement has been of great benefit to shippers in this vicinity, but as far as known there has been no material reduction in freight rates. In conformity with the recommendation of the Board of Engineers for Rivers and Harbors the appropriation requested is to be applied to maintenance of the channel and turning basin. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1887 and 1889. For reference to reports on examinations and surveys of this local- ity, see page 199 of the Annual Report of the Chief of Engineers for 1904. For report of Board of Engineers for Rivers and Harbors referred to above, see Annual Report of the Chief of Engineers for 1903, page 1045. July 1, 1907, balance unexpended ---------------------------- $1, 090. 72 June 30, 1908, amount expended during fiscal year for works of im- provement ----------------------------------------------- 528.62 July 1, 1908, balance unexpended ------------------------------ 562. 10 July 1, 1908, amount covered by uncompleted contracts ....------------ 485. 65 Amoun* . be profitably expended in fiscal year ending June Imaintenance of improvement, in addition to the bal- .pended July 1, 1908 ----------------------------- 4, 000. 00 [ ,uuUILUed in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix K 4.) 5. York, Mattaponi, and Pamunkey rivers, and Occoquan and Carters creeks, Virginia.-(a) York River.-Prior to improvement 24 feet could be carried up York River for a distance of 32 miles, to Potopotank bar, over which the ruling depth was 181 feet. West Point bar, the only other obstruction to navigation, had a least depth of 15 feet. The project for this improvement, adopted June 14, 1880, and revised in 1884 and 1887, provides for dredging channels 22 feet deep at mean low water and 400 feet wide through the bars, and for the construction of a dike along the right bank at West Point bar to maintain the channel, at a total estimated cost of $308,800. The amount expended to June 30, 1908, was $250,065.27, of which $22,142.04 was applied to maintenance subsequent to March 3, 1899. This expenditure has resulted in a dredged channel 105 feet wide and 22 feet deep at Potopotank, and another 22 feet deep and 160 to 260 feet wide at West Point bar. A training dike 10,142 feet long has been constructed at West Point bar and 5,100 linear feet of it has been rebuilt or repaired. The total amount of material dredged from the channels is about 1,160,100 cubic yards. The entire project is now about 60 per cent completed. The work of maintenance during the fiscal year consisted in work incident to the repair of the dike. The maximum draft that could be carried on June 30, 1908, at mean low tide over the shoalest part of the locality under improve- ment was about 20 feet. The mean range of tides is about 3 feet. York River is navigable throughout its entire length of 41 miles to West Point at its head. 248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The principal articles of commerce are lumber, oysters, cord wood, tobacco, railroad ties, farm produce, ship timber, piles, and general merchandise. The receipts and shipments during 1907 amounted to about 142,189 tons, and were estimated to be worth about $5,263,397. The work done has been of much importance to commerce, and it is understood that freight rates have been somewhat reduced. It is proposed to apply the additional appropriation recommended to the repair of the dike. The additional work proposed is designed for the preservation of work already done. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1886, 1887, and 1894. For reference to report on examination and survey of York River see page 201 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended ---------------------------- $7,058.44 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------- 251.85 July 1, 1908, balance unexpended ----------------------------- 6, 806. 59 July 1, 1908, outstanding liabilities ------------------------------- 55.25 July 1, 1908, balance available -------------------------------- 6, 751. 34 Amount (estimated) required for completion of existing project .. 74, 070. 18 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 (a) .-------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Mattaponi River.-The Mattaponi River is navigable for small steamers and vessels from its mouth to Aylett, about 39 miles above, and can be made navigable for small barges from Aylett to Monday bridge, 16 miles farther. At the time of the adoption of the project the obstructions to 54-foot navigation below Aylett consisted of seven bars, upon which the ruling depths at low tide varied from 2.4 to 3.8 feet. Above Aylett there were numerous bars, but no work upon them has been proposed. The river was also obstructed by snags, wrecks, and overhanging trees. The original project for improvement, adopted June 14, 1880, pro- vided for the removal of snags, wrecks, and leaning trees below Mon- day bridge, and the improvement of the bars below Aylett, so as to give a depth of 51 feet at low tide and a channel width of 40 feet, at an estimated cost of $34,059. This project was extended by the terms of the river and harbor act of July 13, 1892, which provided for the removal of snags as far up as Guineas bridge, near Milford station, on the Richmond, Fredericksburg and Potomac Railroad. The esti- mated cost of this, which is the present project, is $72,100. The amount expended to June 30, 1908, was $32,011.84, of which $2,252.92 has been applied to maintenance since March 3, 1899. This expenditure resulted in the removal of snags, logs, and overhanging trees from the river between Robinson bar, 34 miles above the mouth, and Monday bridge, and in keeping the river below Aylett free from such obstructions; in constructing 2,297 linear feet of dike at Robin- * See consolidated money statement on page 253. BIVER AND HARBOR IMPROVEMENTS. 249 son bar, and in dredging channels of the full projected dimensions entirely through Line Tree and partly through Latand and Walker bars. The total amount of material dredged from the channels is about 15,710 cubic yards. The entire project is now about 35 per cent completed. The work of maintenance during the fiscal year consisted in work incidental to redredging a portion of the channel at Latand bar. The maximum draft that could be carried at mean low water over the shoalest part of the channel June 30, 1908, was 3 feet at Latand bar. The mean range of tide is about 3 feet. Aylett, 39 miles above the mouth of the river, is the present head of navigation. The principal articles of commerce are lumber, cord wood, farm produce, railroad ties, piles, ship timber, and general merchandise. The receipts and shipments during 1907 amounted to about 87,260 tons, and were estimated to be worth about $925,416. The work done has been of considerable benefit t ommerce, and it is understood that not only have shipments been "itated, but that freight rates have been somewhat reduced. It is proposed to apply the additional appropriation mended to dredging and dike construction at Line Tree and Lata. irs, and to snagging. The additional work proposed is partly necessary to ma, he im- provement available, partly for the extension of benefits ai. partly for the preservation of work already done. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1887, 1888, and 1890. For reference to reports on examinations and surveys of this local- ity, see page 212 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended --------------------------- $10, 955.69 June 30, 1908, amount expended during fiscal year: For works of improvement_---------------------- $309. 09 For maintenance of improvement ------------------- 58.44 367.53 July 1, 1908, balance unexpended ---------------------------- 10, 588.16 July 1, 1908, outstanding liabilities ----------------------------- 252.44 July 1, 1908, balance available ------------------------------ 10, 335. 72 July 1, 1908, amount covered by uncompleted contracts ------------ 5, 5910.79 Amount (estimated) required for completion of existing project .. 31, 752. 92 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, and for maintenance, in ad- dition to the balance unexpended July 1, 1908------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Pamunkey River.-At the time of the adoption of the project for the improvement of Pamunkey River, a draft of 7 feet could be carried at low tide to Buckland bar, 381 miles above its mouth. Be- tween this bar and Bassett Ferry, a distance of 81 miles, there were four bars, the ruling depths on which varied from 2J to 51 feet. * See consolidated money statement on page 253. 250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Besides these bars the river was obstructed by wrecks, logs, snags, and overhanging trees. The original, which is also the existing, project for the improve- ment of this river was adopted June 14, 1880, and amended in 1885 and 1908. It contemplates securing a channel 7 feet deep and 100 feet wide between Bassett Ferry and the mouth of the river, this result to be obtained by dredging and the construction of dikes, the latter being also designed to secure the dredged material deposited be- hind them. The wrecks, snags, logs, and trees obstructing navigation are also to be removed. The estimated cost of the revised project is $55,000. It is estimated that an expenditure of $3,200 is now re- quired for maintenance, in addition to the work which can be done with available funds, and that in future the cost of maintenance will be $4,000 every 4 years. The amount expended to June 30, 1908, was $27,306.66, of which $2,872.05 was applied to maintenance after March 3, 1899. This ex- penditure has resulted in dredging channels 100 feet wide and 7 feet deep through Buckland bar, and 95 feet wide and 6 to 7 feet deep through Skidmore bar, in the construction of 1,478 linear feet of sheet pile dikes at Spring and Skidmore bars, in removing parts of seven wrecks, and in removing snags and similar obstructions from about 30 miles of river and keeping it free from such obstructions. The total amount of material dredged from the channels is about 15,600 cubic yards. The entire project is now about 50 per cent completed. No work of maintenance was done during the fiscal year ended June 30, 1908. The maximum draft that could be carried on June 30, 1908, at mean low tide over the shoalest part of the locality under improve- ment was 5.3 feet. The mean range of tide varies from 2 to 3 feet. Bassett Ferry, 47 miles above the mouth of the river, is the head of navigation for vessels drawing 5 feet. The principal articles of commerce are lumber, cord wood, rail- road ties, ship timber, salt, and grain. The receipts and shipments during 1907 amounted to about 41,533 tons and were estimated to be worth about $304,426. The work done has been of benefit to commerce, and it is under- stood that not only have shipments been facilitated, but freight rates have been reduced. It is proposed to apply the additional appropriation recommended to the removal of the remaining wrecks, the removal of snags, logs, and overhanging trees, the redredging of the channel at Buckland bar, and to dredging and dike construction at Hogan bar. The additional work proposed is necessary to make the improve- ment available, and for maintenance and preservation of the work already done. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1887, 1888, and 1890. For reference to the report on an examination and survey of Pa- munkey River, see page 213 of the Annual Report of the Chief of Engineers for 1904. RIVER AND HARBOR IMPROVEMENTS. 251 July 1, 1907, balance unexpended ----------------- ----------- $8, 324.13 June 30, 1908, amount expended during fiscal year for works of im- provement ----------------------------------------------- 230.79 July 1, 1908, balance unexpended ------- ---------------------- 8, 093.34 July 1, 1908, amount covered by uncompleted contracts ------------ 2,340.00 Amount (estimated) required for completion of existing project- -22, 472.05 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, and for maintenance, in addition to the balance unexpended July 1, 1908 ----------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (d) Occoquan Creek.-In 1872 navigation in Occoquan Creek, a tributary of the Potomac River, was obstructed by three bars, over which but 1.2 feet could be carried at low tide. Aside from these obstructions the creek was amply wide and deep at low tide for vessels drawing up to 5 feet. The original project for improvement, adopted March 3, 1873, and modified in 1879 provided for dredging channels 100 feet wide and 5 feet deep through the bars below the town of Occoquan, and the construction of a dike at Sand bar, at an estimated cost of $25,000. Four appropriations were made from 1873 to 1878, aggregating $25,000, and in 1880 the improvement was regarded as completed. The existing project for this stream, adopted September 19, 1890, and extended by act of March 2, 1907, contemplates the dredging of channels 6 feet deep through the five bars obstructing 6-foot navi- gation below the town of Occoquan. These channels are to be 100 feet wide, except through the outer bar and the lower 2,000 feet of the bar next above it, where the channel is to be 150 feet wide. Dikes are to be constructed at the upper three bars. The estimated cost of the project as modified is $64,000. The amount expended under the existing project to June 30, 1908, was $49,111.17, of which $14,312.60 was applied to maintenance sub- sequent to March 3, 1899. As a result of this expenditure, channels of the full projected dimensions have been dredged through all of the bars and redredged where shoaling occurred, and 1,696 linear feet of dike has been constructed at Occoquan bar and Sand bar and repaired where injured by freshets and ice. The total amount of material dredged from the channels is about 34r,145 cubic yards. There has been placed in the dikes about 6,475 cubic yards of stone. The entire project is now about 60 per cent completed. The work of maintenance during the year consisted in redredging the channel at Upper Mud bar, partly redredging the channel at Lower Mud bar, and repairing the dikes at Occoquan and Sand bars. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the locality under improvement was 6.5 feet. The mean range of tide is about 2 feet. The town of Occoquan, 6 miles above the mouth, is the head of navigation. The principal articles of commerce are railroad ties, building sand, piles, cord wood, lumber, grain, farm produce, coal, and flour. The a See consolidated money statement on page 253. 252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. receipts and shipments during 1907 amounted to about 26,888 tons, and were estimated to be worth $66,647. The work done has been of great benefit to navigation in this creek, and it is understood that not only have shipments been facilitated, but freight rates have been materially reduced. It is proposed to apply the additional appropriations recommended to construction of dikes and maintaining the channels of the project. The additional work proposed is for the purpose of extension of benefits and maintenance of the work already done. For reference to reports on examinations and surveys of this local- ity see pages 202 and 203 of the Annual Report of the Chief of Engi- neers for 1904 and page 237 of the Annual Report of the Chief of Engineers for 1906. July 1, 1907, balance unexpended----------------------------$25, 887. 58 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $11, 201.42 For maintenance of improvement ---------------- 10, 497. 92 21, 699.34 July 1, 1908, balance unexpended 188. 24 4,---------------------------- July 1, 1908, outstanding liabilities ------------------------------ 41.33 July 1, 1908, balance available ------------------------------- 4, 146.91 July 1, 1908, amount covered by uncompleted contracts ----------- 1, 746.51 Amount (estimated) required for completion of existing project-- 25, 013. 19 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908 _.----------...-------. (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (e) Carters Creek.-Before improvement the entrance to Carters Creek, a tidal estuary of the Rappahannock River, was obstructed by a bar over which but 101 feet could be carried at low tide, and naviga- tion was rendered difficult near Gallyhook Point within the creek by the projection of this point into the channel, which was about 12 feet deep at low tide. The original, which is also the existing, project for this improve- ment was adopted June 13, 1902, and provides for dredging a chan- nel at the mouth to afford a navigable depth at low tide of 15 feet, with a width of 200 feet, including necessary widening at Crab Point, for the construction of a jetty for the protection of this channel, aind for the dredging of a channel 12 feet deep and 100 feet wide at Gally- hook Point, at a total estimated cost of $35,700. The amount expended to June 30, 1908, was $28,062.33, none of which was applied to maintenance. As a result of this expenditure a channel 200 feet wide and 15 feet deep has been dredged through the bar at the mouth of the creek. The bar at the end of Crab Point has been dredged to a depth of 15 feet within the channel limits. A chan- nel 100 feet wide and 12 feet deep has been excavated at Gallyhook Point. A stone jetty 742 feet long has been constructed at the mouth of the creek. Harbor lines have been established. The total amount of material dredged from the channels is 65,893 cubic yards. There has been placed in the jetty 1,507 cubic yards of stone. The entire project is now completed. * See consolidated money statement on page 253. RIVER AND HARBOR IMPROVEMENTS. 253 The maximum draft that could be carried on June 30, 1908, at mean low tide over the shoalest part of the outer bar was 15 feet, and at Gallyhook Point was 12 feet. The mean range of tide is 1.5 feet. Irvington, about 1 miles above the mouth of the creek, is the head of navigation for large steamers, while small sailing vessels drawing up to 5 feet can ascend about 1 mile farther. The principal articles of commerce are fish, oysters, lumber, coal, guano, fish oil, wood, bricks, ice, farm produce, canned goods, and general merchandise. The receipts and shipments during 1907 amounted to about 45,573 tons and were estimated to be worth $841,043. There is a good passenger trade in Carters Creek, which is also an important harbor of refuge. The work done has been of considerable benefit to commerce, but as far as known has had no effect upon freight rates. The work contemplated in the project being completed, no further appropriation is asked for at present. It is anticipated that an appropriation of about $5,000 every eight years will be required for maintenance. For reference to the report upon an examination and survey of Carters Creek, see page 206 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended-------------------------------$10, 393. 23 June 30, 1908, amount expended during fiscal year for works of im- provement -- ------------------------------------------------- 8, 867. 08 July 1, 1908, balance unexpended --------------------------------- 1, 1.526.15 July 1, 1908, outstanding liabilities ------------------------------ 46.92 July 1, 1908, balance available--------------------- ------- 1, 479.23 July 1, 1908, amount covered by uncompleted contracts------------- 335. 22 CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $62, 619.07 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $20, 608.38 For maintenance of improvement ---------------- 10, 808.21 31, 416. 59 July 1, 1908, balance unexpended -------------------------------- 31, 202. 48 July 1, 1908, outstanding liabilities ------------------------------- 395.94 July 1, 1908, balance available_--------------------- --------- 30, 806. 54 July 1, 1908, amount covered by uncompleted contracts ------------ 10, 332. 52 Amount (estimated) required for completion of existing project .. 153, 308. 34 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 -------------------- 66, 400. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix K 5.) 6. Nomini Creek, Virginia.-Before improvement the navigation of Nomini Creek, a tributary of the Potomac, was obstructed by a bar at its mouth over which but 3 feet could be carried at low tide. Except for this bar a draft of 8 feet could be carried to Nomini Ferry, 4 miles above the mouth, and 5 feet could be carried 2 miles farther to the head of navigation. 254 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project for this improvement, adopted March 3, 1873, and modified in 1879, 1885, 1888, 1890, 1897, and 1908, provides for a channel through the bar 150 feet wide and 9 feet deep, with a jetty about 2,370 feet long at the mouth. The finally revised estimate of cost is $105,000. The amount expended to June 30, 1908, was $78,928.69, of which $4,008.71 was applied to maintenance subsequent to March 3, 1899. As a result of this expenditure the channel has been dredged to a depth of 9 feet at low tide, with a width of 140 to 150 feet, and redredged, and 1,570 linear feet of the jetty has been constructed; 169 feet on the inshore end of the jetty is for shore protection pur- poses only. The total amount of material dredged from the channel is about 136,000 cubic yards. There have been placed in the jetty about 4,600 cubic yards of stone and 3,000 cubic yards of oyster shells. The entire project is now about 80 per cent completed. No work of maintenance was done during the fiscal year ended June 30, 1908. The maximum draft that could be carried on June 30, 1908, at mean low tide over the shoalest part of the locality under improve- ment was 9 feet. The mean range of tide is 1.8 feet. The principal articles of commerce are farm produce, lumber, cord wood, fertilizer, grain, railroad ties, oysters, and general merchan- dise. The receipts and shipments during 1907 amounted to about 26,205 tons and were estimated to be worth about $739,823. The work done has been of substantial benefit to navigation, and it is understood that freight rates have been considerably reduced and shipments much facilitated. It is proposed to apply the additional appropriation recommended to the extension and maintenance of the jetty, and the dredging of the channel if required. The additional work proposed is for the purpose of extension of benefits and for the preservation of the work already done. A map of the locality may be found in the Annual Report of the Chief of Engineers for 1889. For reference to a report on an examination and survey of Nomini Creek, see page 207 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended ----------------------------- $4, 954.67 June 30, 1908, amount expended during fiscal year for works of improvement ---------- ---------------------------------- 4, 883.36 July 1, 1908, balance unexpended -------------------------------- 71. 31 Amount (estimated) required for completion of existing project .. 30,008.71 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908 --------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix K 6.) 7. Rappahannock River, Virginia.-The lower portion of the Rap- pahannock River is generally a wide and deep body of water, having the characteristics of a tidal estuary rather than of a fluvial stream. The obstructions to navigation before improvement was undertaken consisted of nine bars in the upper portion of the river between Tap- RIVER AND HARBOR IMPROVEMENTS. 255 pahannock and Fredericksburg, over which the ruling depths were from 4 to 101 feet. Seven of the bars were in the 121 miles of river below Fredericksburg. Of these bars Fredericksburg bar, with a least depth of 4 feet, and Spottswood bar, 4 miles below Fredericks- burg, with a least depth of 6 feet, caused the most delay to steam- boats and vessels. The project for this improvement, adopted March 3, 1871, as modi- fied in 1879 and in 1905, provides for securing a channel 12 feet deep and 100 feet wide between Fredericksburg and Port Royal and 12 feet deep and 200 feet wide between Port Royal and the mouth of the river, this result to be obtained by dredging and the construction of dikes, the latter being also designed to secure the excavated material deposited behind them. The total estimated cost of the revised project was $363,288.86, exclusive of work properly chargeable to maintenance and estimated in 1905 to cost $38,500. The project on which this estimate was based was adopted by Congress by act approved March 2, 1907. This act authorized an expenditure of $90,000 in excess of the amounts therein and theretofore appropriated. This makes the limit of cost of the revised project $393,633.12, including all necessary work properiW chargeable to maintenance on June 30, 1907. The estimated ar-.dal cost for further maintenance is $10,000. The amount expended to June 30, 1908, was $399,135.76, of which $86,906.05 has been applied to maintenance since March 3, 1899. The sum of $59,933.18 was expended prior to March 3, 1899, in redredging freshet deposits and in repairs to dikes. The following sums have been obtained from other sources than appropriations: Damages recovered from contractor's sureties, $1,000, and proceeds of sale of property, $110; total, $1,110. This sum had not been expended at the close of the fiscal year. The expenditure has resulted in the partial improvement of the 9 bars between Fredericksburg and Port Royal by means of dredging and rock excavation, construction of dikes, and removal of two wrecks which obstructed navigation. About 637,100 cubic yards of material has been dredged, 1,537 cubic yards of rock excavated, 28,00) linear feet of dikes constructed, 7,800 linear feet of dikes repaired, 675 linear feet of riprap dike constructed, and 1,214 cubic yards of riprap stone used. The entire project is now about 75 per cent completed. The work carried on during the year resulted in partially restoring a previously dredged channel through Castle Ferry bar, in dredging a channel 40 feet wide and 10 feet deep through Snowden bar, in removing 5 snags at Snowden bar, in removing the wreck of a scow at Pollocks bar, in protecting the sand fills against erosion by freshets, and in the partial construction of dikes at the first 9 bars below Fredericksburg. Preparation for dredging the proposed channel through Mangoright bar was begun June 23, but no dredging was done during the fiscal year. The maximum draft that could be carried June 30, 1908, at mean low water over the shoalest part of the locality under improvement was about 8 feet. The mean range of tide is about 3 feet. Fredericks- burg, 106 miles above the mouth, is the head of navigation. 256 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Dredging is to be carried on under a continuing contract. Of the sum authorized to be expended $32,000 still remains to be appropri- ated. In addition $10,000 per annum is required for maintenance. The principal articles of commerce are railroad ties, lumber, farm produce, gramn, cord wood, fertilizers, flour, canned goods, coal, manu- factures, and general merchandise. The receipts and shipments dur- ing 1907 amounted to about 373,860 tons, and were estimated to be worth about $5,870,700. The work done has been of benefit to commerce, and it is under- stood that freight rates have been reduced. It is proposed to apply the additional appropriation recommended toward dredging and dike construction and completion of the project. The additional work proposed is for the purpose of extension of benefits and maintenance of the work already done. At Fredericksburg bar new deposits of sand are formed by each recurring freshet, and shoaling is also constantly taking place, though less rapidly, at some of the lower bars. This explains the estimate of $10,000 being required annually for maintenance. Maps of this locality may be found in the Annual Reports of the Chief of Engineers for 1880, 1881, 1883, 1886, 1887, 1888, 1890, and 1906. For reference to the report on an examination and survey of Rap- pahannock River, see page 208 of the Annual Report of the Chief of Engineers for 1904, and for the report of the survey submitting the revised project, see page 1110 of the Annual Report of the Chief of Engineers for 1906. July 1, 1907, balance unexpended ------ --------------------- $87, 584.45 Amount appropriated by sundry civil act approved May 27, 1908-- 58, 000. 00 145, 584.45 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $42, 128. 67 For maintenance of improvement ---------------- 8, 252.54 50, 381.21 July 1, 1908, balance unexpended ---------------------------- 95, 203.24 July 1, 1908, outstanding liabilities ---------------------------- 1, 634. 38 ------------------------------- July 1, 1908, balance available__ 93, 568.86 July 1, 1908, amount covered by uncompleted contracts ----------- 79, 330. 09 Amount (estimated) required for completion of existing project .. 40, 252. 54 Amount that can be profitably expended in fiscal year ending June 30. 1910, in addition to the balance unexpended July 1, 1908: For works of improvement ------------------- $32, 000. 00 For maintenance of improvement --------------- 30, 000. 00 62, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix K 7.) 8. Urbana Creek, Virginia.-Before the improvement of Urbana Creek, a tributary of the Rappahannock, a bar existed outside the mouth, over which but 6 feet could be carried at low tide, and there was a shoal within the creek with a ruling depth of 7 feet. RIVER AND HARBOR IMPROVE1MENTS. The project for this improvement, adopted March 3, 1879, and modified in 1883, 1888, and 1897, provides for dredging a channel 150 feet wide and 10 feet deep through the outer and inner bars, with a turning basin of the same depth at the head, for a series of spur dikes at Bailey Point, and for a stone jetty to protect the cut through the outer bar. The final revised estimate of cost is $70,000. The amount expended to June 30, 1908, was $43,139.41, of which $10,809.11 has been applied to maintenance since March 3, 1899. As a result of this expenditure there has been dredged a channel 10 feet deep and 150 feet wide through the outer bar, a channel 10 feet deep and 150 feet wide through the inner bar, and a turning basin 10 feet deep at the steamboat wharf. These channels have been redredged where shoaling had occurred. Harbor lines have been established. Seven hundred and eighty- three linear feet of the jetty has been constructed. The total amount of material dredged from the channels is about 144,300 cubic yards. There has been placed in the jetty about 1,095.4 cubic yards of stone. The work of maintenance during the fiscal year consisted in re- dredging a part of the channel through the inner bar, and in the examination of the Donaldson-Shultz wharf and of the bridge across Urbana Creek. The entire project is now about 60 per cent com- pleted. The maximum draft that could be carried on June 30, 1908, at mean low tide over the shoalest part of the locality under improve- ment was about 10 feet. The mean range of tide is 1.5 feet. The town of Urbana, at the mouth of the creek, is the head of navigation for steamers and large vessels, while small vessels ascend the stream for a distance of 3 or 4 miles. The principal articles of commerce are lumber, oysters, cord wood, excelsior, ice, coal, farm produce, canned goods, railroad ties, bricks, pickles, and general merchandise. The receipts and shipments dur- ing 1907 amounted to about 23,779 tons, and were estimated to be worth $589,320. The work done has been of benefit to commerce, and it is under- stood that freight rates have been reduced. Work on this improvement was suspended between 1903 and 1907 pending the result of legal proceedings instituted by the Government to secure the removal of part of a wharf which projected into the proposed channel and which had been built in violation of the pro- visions of the act of March 3, 1899. The owners finally agreed to alter the wharf in accordance with the requirements of the War Department and completed the work dur- ing the past year. It is proposed to apply the additional appropriation recommended to the extension and maintenance of the jetty and the redredging of the outer bar if required. The additional work proposed is partly for the extension of benefits and partly for the preservation of the work already done. For reference to the reports on examinations and surveys of Urbana Creek, see page 210 of the Annual Report of the Chief of Engineers for 1904. 57101-ENG 1908-17 258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended ----------------------------- $9, 893.44 June 30, 1908, amount expended during fiscal year: For works of improvement ---- $4, 574. 39 For maintenance of improvement ----------------- 4, 958. 46 9, 532. 85 July 1, 1908, balance unexpended -------------------------------- 360. 59 Amount (estimated) required for completion of existing project- - 37, 309.11 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908 ---------------------- 16, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix K 8.) 9. Harbor at Milford Haveni Virginia.-Milford Haven is a tidal estuary of Chesapeake Bay, about 4 miles long and from one-half to 1 mile wide. The depth in the channel ranges from 61 to 15 feet, I and in the portion navigated by steamers is generally 9 feet or more. The haven has two entrances, one at the northwest end from Hills Bay, an arm of Piankatank River, and another at the southeast end, from Chesapeake Bay. Both entrances are obstructed by bars. The southeast entrance is exposed, and as the bar has a ruling depth of but 3 feet is seldom used. The bar which obstructed the north- west entrance had, before improvement, a ruling depth of 8 feet. A bar also existed within the haven between Cricket Hill and Callis wharves, with a ruling depth of about 8 feet. The project for this improvement, adopted March 3, 1899, and modified in 1902, provides for dredging channels 10 feet deep, with a minimum width of 200 feet, through the bar at the northwest en- trance, and through the inner bar, at an estimated cost of $17,500. The amount expended to June 30, 1908, was $20,361.51, none of which was applied to maintenance. The sum of $3,032.97 was recov- ered as judgment from a failing contractor. As a result of this expenditure channels of the full projected dimensions have been dredged through both bars, and a jetty 333 feet long has been con- structed to maintain the outer channel. The total amount of mate- rial dredged from the channel is about 57,728 cubic yards. There has been placed in the jetty about 491 cubic yards of stone. The entire project is now completed. The maximum draft that could be carried June 30, 1908, at mean low tide over the shoalest part of the locality under improvement was 10 feet. The mean range of tide is about 1.3 feet. The haven is navigable throughout its entire length by vessels drawing 6 feet, and Fitchett's wharf , about 3 miles above the northwest entrance, is the highest point reached by the large steamers. The principal articles of commerce are oysters, fish, crabs, farm produce, fertilizers, piles, hay and feedstuffs, lumber, building mate- rials, flour, ice, and general merchandise. The receipts and shipments during 1908 amounted to about 20,140 tons, and were estimated to be worth about $461,650. The work done has been of considerable benefit to commerce and navigation. Freight rates have, however, been advanced. The work contemplated in the project being completed, no further appropriation is asked for at present. It is anticipated that an ap- RIVER AND HARBOR IMPROVEMENTS. 259 propriation of about $4,000 every eight years will be required for maintenance. For reference to reports on-examinations and surveys of this local- ity, see page 211 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended _ __ _ - _ _-__-_ __$2,558.84 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- _ 2, 387. 38 July 1, 1908, balance unexpended ---------------------------------- 171.46 (See Appendix K 9.) 10. James River, Virginia.-The original condition of the James, before its improvement by the General Government was begun in 1870, was as follows: The ruling depth to the lower city line of Richmond was 7 feet at mean low water. This depth obtained on Rocketts reef, imme- diately below Richmond, and on Richmond bar, 2 miles below. Some 15 miles lower down, in Trents reach, was a shoal on which there was a depth of only 8 feet. This, however, ceased to be an obstruction in January, 1872, when the 5-mile reach in which it was situated was cut off by the opel'ing of Dutch Gap Canal. In addition to the above natural obstructions there were, in the 10 miles of river below Richmond, wrecks in the channel at Chaffins Bluff and Graveyard reach, and obstructions placed during the civil war at Warwick bar and Drewry Bluff, consisting at each locality of a military bridge, lines of stone cribs, and sunken vessels. In addi- tion to all these obstructions, the channel between Richmond and Trents reach was in many places narrow and tortuous. Between Trents reach and City Point, a distance of 181 miles, the ruling depth was 13 feet, which obtained near Varina or Aikens Land- ing. Between City Point and the mouth of James River the ruling depth was 15 feet, existing at Harrisons bar and Goose Hill flats, then 43 and 76 miles, respectively, below Richmond. It was contemplated in the original project, adopted in 1870, to secure a channel having a depth of 18 feet at high tide and a width of 180 feet. The amount expended prior to the adoption of the pres- ent project was $740,000. The project under which the improvement is now being carried on was adopted July 5, 1884. It provided for the formation by means of regulation works and excavation of a channel between the mouth of the river and the lower city line of Richmond, having a depth of 22 feet at mean low tide, and a width from the mouth to City Point of 400 feet; thence to Drewry Bluff of 300 feet, and thence to Rich- mond of 200 feet, at a total estimated cost of $4,500,000. The act of June 13, 1902, provided for extending the improvement from the lower city line of Richmond to the head of navigation at the docks, at an additional cost of $724,943.15. The work proposed under this extension consists of excavating a channel about 3,300 feet long and 200 feet wide, with a depth of 22 feet at mean low water. By act of March 3, 1905, the original project was further extended to include the excavation of a turning basin at Richmond, by increas- ing the width of the proposed improved channel to 400 feet for a length of 600 feet, the depth to be 22 feet at a cost not to exceed 260 REPORT OF THE CHIEF OF ENGINEERS, U. $. ARMY. $150,000. This makes the total estimated cost of the improvement $5,374,943.15. The amount expended on the present project to June 30, 1908, was $1,659,384.12, of which $54,351.92, expended subsequent to March 3, 1899, was for maintenance. This item of maintenance includes the cost of dredging sand deposited in the channel by the river during the execution of the work in excess of the quantity originally estimated, also repairs to jetties. The improvement of the river has been chiefly confined to the upper reaches, where the water was shoalest, and consequently where the greatest benefits to commerce would be obtained. The exceptions to this were the dredging of shoals at Harrisons bar, Swans Point, and Goose Hill flats to a depth of 18 feet. The project is estimated to be about one-third completed. The result of the work of improvement is a channel between Hamp- ton Roads and the city wharf at Richmond, Va., having, with few exceptions, a width of not less than 100 feet and a depth of 18 feet at mean low water. The exceptions are Rocklanding shoal, about 89 miles below Richmond, with a depth of 16.1 feet; Dancing Point shoal, about 60 miles below Richmond, with a depth of 161 feet, and Willis, Varina, and Deep Bottom reaches, about 9 miles, 16 miles, and 18 miles, respectively, below Richmond, the respective ruling depths on which are 16.8, 17, and 17 feet. The work of maintenance during the year consisted in redredging the channel near Richmond. The maximum draft that could be carried at low water on June 30, 1908, between the city wharf at Richmond and the mouth of the river was 16.1 feet. The mean tidal range varies for different parts of the river, being approximately as follows: 21 feet at Fort Monroe, 1.85 feet at James- town, 3 feet at City Point, 3J feet at Dutch Gap, and 4 feet at Richmond. The channel length of the James River from Hampton Roads to the head of navigation at Richmond, Va., is 103.8 miles. It is proposed to apply the available balance of funds to excavating part of the proposed turning basin at Richmond; to enlarging the channel for about 1 miles from a point 800 feet below the city line of Richmond, and for some 1,600 feet from a point about 21 miles below the same line; to extending the regulation works in the 5i-mile reach below Richmond, and in Kingsland reach, 10 miles below. The appropriation recommended will be applied to maintain the improve- ment in the vicinity of Richmond, in widening the 18-foot channel immediately below Richmond, and excavating a 22-foot channel at Dancing shoal and Rocklanding shoal for the extension of benefits. The commerce of the river for the calendar year of 1907 amounted to 301,860 tons at Richmond, Va., and 258,177 tons for landings below, or an aggregate of 560,037 tons, an increase of about 6 per cent over the tonnage of 1906. The value of the freight transported amounted to $32,957,000. The principal articles of commerce comprised coal, coal oil, cord wood, lumber, fertilizer, and brick. The improvement of the river has been beneficial in lowering rail- road freight rates and in reducing the cost of river transportation. RIVER AND HARBOR IMPROVEMENTS. 261 Reports on examinations and surveys are found in Senate Execu- tive Document No. 1, Thirty-third Congress, first session, Pfrt 2 1853, page 389, and in Annual Reports of the Chief of Engineers oi 1875, page 74; of 1878, page 459; of 1882, page 870; of 1887, page 873; of 1890, page 996; of 1896, page 1010; and of 1900, page 1754. More extended information concerning the improvement is con- tained in Annual Reports of the Chief of Engineers of 1871, pages 603 to 605; of 1882, pages 870 to 887; and of 1900, pages 1757 to 1760. Maps of James River are contained in the Annual Reports of the Chief of Engineers for 1876, 1900, and 1904, and in House Document No. 234, Fifty-sixth Congress, first session. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended -------------------------- $318, 179. 76 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $78, 466.09 For maintenance of improvement -------------- 11, 594. 92 90, 061.01 July 1, 1908, balance unexpended ---------------------------- 228, 118.75 July 1, 1908, outstanding liabilities ....-- 1, 657.13 July 1, 1908, balance available_ -------------- 226, 461. 62 July 1, 1908, amount covered by uncompleted contracts ---------- 196, 914.03 Amount (estimated) required for completion of existing project- 3, 546, 462.57 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908----------- 400, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. TURNING BASIN. July 1, 1907, balance unexpended ---------------------------- $50, 000.00 June 30, 1908, amount expended during fiscal year for works of im- provement --- 49, 670.37 July 1, 1908, balance unexpended------------------------------ 329.63 July 1, 1908, amount covered by uncompleted contracts ---------- 329. 63 (See Appendix K 10.) 11. Construction of piers, Hampton Roads, Jamestown Exposi- tion.-Along the water front of the Jamestown Exposition there is a sand beach with a very gradual slope. The distance from the shore line out to the 10-foot contour is about 5,000 feet and the dis- tance to the 12-foot contour about 7,000 feet. At a distance of about 11,000 feet there was an outer bar with a maximum depth of about 8 feet. The locality is sufficiently exposed to render an artificial harbor necessary if small boats are to land during bad weather. In Bush Creek the average depth over the area to be dredged was about zero at mean low water. The original project was adopted Ly act of Congress, approved June 30, 1906, and provided for the construction, from plans fur- nished by the Jamestown Exposition Company and approved by the Secretary of War, of two piers extending from the exposition grounds into the waters of Hampton Roads, the piers to be connected at their outer ends by an arch sufficiently high to permit small craft to enter 262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. under it into a basin or harbor to be dredged to a sufficient depth to accomnodate boats drawing not more than 10 feet at mean low tide, at a total cost not to exceed $400,000. This project was modified by act of Congress approved February 9, 1907, which provided, in addition to the work described above, for dredging a channel from deep water in Hampton Roads to the Gov- ernment piers at the Jamestown Exposition, and for dredging in Bush Creek to accommodate the needs of the life-saving exhibit, at a cost not to exceed $65,000. Actual construction work on the piers was begun during December, 1906, and was pushed continuously from that time until the date of completion. At the close of the fiscal year 1907 the work on the piers proper had been about 84 per cent completed. The dredging in Bush Creek had been completed and the dredging in the channel of ap- proach to the piers had been about 68 per cent completed. Work during the fiscal year 1908 consisted in dredging, filling, con- struction of approaches to the arch and steps over the arch, in closing the gap east of the arch and in completing the carpentry and staff work. The dredging in the channel of approach and basin and the fills were completed during August, 1907, and all work had been prac- tically completed by September 14, 1907, the date upon which the entire pier was opened to the public. The total amount expended to date is $446,583.04, and in addition to this sum $1,000, retained in lieu of a guaranty bond, will be due the contractors one year after the completion of the work (Septem- ber 14, 1908), provided their roof work remains tight until that time. On September 14, 1907, the piers were transferred to the Jamestown Exposition Company, in accordance with the terms of the act of Congress. July 1, 1907, balance unexpended -$204, 263. 80 June 30, 1908, amount expended during fiscal year- 185, 846.84 July 1, 1908, balance unexpended ----------------------------- 18, 416.96 July 1, 1908, amount covered by uncompleted contracts ------------ 1, 000.00 (See Appendix K 11.) 12. Permanent landing pier at Jamestown Island, Virginia.-By act of Congress approved June 30, 1906, $15,000 was appropriated for erecting a permanent landing pier at Jamestown Island, Virginia, on the frontage owned by the Association for the Preservation of Virginia Antiquities, the necessary land for the pier to be donated to the United States by the association; or else the money was to be used for the purchase or lease of any suitable wharf at the island and a sufficient and proper amount of land adjacent thereto to give free access to the grounds of the association and the monument being erected by the Government. No work was done during the fiscal year 1908, and as it was found impossible to comply with the terms of the law, by direction of the Secretary of War, the balance of the appropriation available was cov- ered into the Treasury on September 13, 1907. July 1, 1907, balance unexpended__ ___ _ _--__ -- $14, 661.44 July 1, 1908, balance unexpended (covered into Treasury) ----- 14, 661.44 (See Appendix K 12.) RIVER AND HARBOR IMPROVEMENTS. 268 13. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of Steamer W. W. Corcoran in Potomac River at Washington.-This wreck was encountered during the tear- ing down of the old Long Bridge across the Potomac River, and was reported as an obstruction to navigation on July 17, 1907. The wreck was blasted and removed from the river with derricks and a dredge hired for the purpose between August 6 and September 10, 1907, except the boiler, which was sold while in the river and was removed October 28, 1907. The cost of the work was $1,900. (b) Wreck of scow No. 1 at Upper Mud bar, Occoquan Creek, Virginia.-This wreck was reported as an obstruction to navigation on August 17, 1907. Between August 29 and September 9, 1907, the scow was raised and towed to Washington, D. C., where it was repaired for use on various improvements in this district. The cost of the work was $350. (c) Wreck of dredge City of Richmond in James River at Rich- mond, Va.-This wreck was reported as an obstruction to navigation January 5, 1907, and an examination promptly made. The wreck was broken up by dynamite and its removal completed October 5, 1907, under contract. The cost of the work was $2,700. (d) Wreck of a scow in Occoquan Creek, Virginia.-This wreck was observed during dredging operations early in April and was reported on April 10 to constitute an obstruction to navigation. It was removed between May 26 and 31, 1908, at a cost of $250. (e) Wreck of barge in Alexandria Harbor, Virginia.-Duringthe examination of the harbor of Alexandria certain persons stated that in their opinion the wreck of a barge was the cause of the shoaling along the water front of Alexandria, Va. Work was begun on June 15, 1908, under contract and was prose- cuted throughout the year. It was about 25 per cent completed on June 30, 1908. Nothing of value was obtained. The expenditures during the year, incidental to this work, were $75.33. (f) Seven wrecks on the flats of the Anacostia River.-Seven abandoned coal barges, canal boats, etc., have been beached for several years on the flats of Anacostia River, near the outlet of James Creek Canal. Two of these barges were floated on high water dur- ing May across the Anacostia River and lodged on the riprap wall of the area to be reclaimed. In order that the remaining five barges should not under like circumstances be floated and become a menace to navigation, their destruction has been authorized. The two barges that had floated across the Anacostia were burned to the water's edge. No work has been yet done on the other wrecks. There were no expenditures under this allotment during the fiscal year 1908. (g) Wreck of pile driver in the Pamunkey River, Virginia.- -By letter dated May 11, 1908, Mr. H. T. Faunt Le Roy reported'the existence of a sunken pile driver at Cumberland Landing on the Pamunkey River at a point where the river was narrow and currents 264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. unfavorable, the wreck thus constituting a "great menace to naviga- tion." Subsequent correspondence and examinations established the fact that the party responsible for this wreck was Mr. E. Wilkinson, of West Point, Va. An unsuccessful attempt to raise the wreck was made by Mr. Wilkinson on June 9, 1908. Steps have been taken to mark it by day and light it by night in case Mr. Wilkinson fails to do so. Removal of this wreck has been authorized, but no work was done during the fiscal year and no ex- penditures were made. The total expenditure during the year on the removal of wrecks in this district was $5,275.33. (See Appendix K 13.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Horn Harbor, Virginia.-Report dated July 25, 1907, is printed in House Document No. 396, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Queens Creek, Virginia, from its mouth to Capital Landing bridge.-Report dated August 2, 1907, is printed in House Document No. 446, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination of Totuskey River, Virginia.-Report dated July 29, 1907, is printed in House Document No. 451, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 4. Preliminary examination of Patuxent River, Maryland.-Report dated July 15, 1907, is printed in House Document No. 531, Sixtieth Congress, first session. The locality is not considered worthy of further improvement by the General Government at this time. 5. Preliminary examination and survey of Potomac River, with a view to obtaining a channel to the wharf at Mount Vernon, Vir- ginia. Reports dated June 19 and December 26, 1907, respectively, are printed in House Document No. 654, Sixtieth Congress, first ses- sion. A plan for improvement at an estimated cost of $11,000 is pre- sented. 6. Preliminary examination and survey of Potomac River below Washington, D. C., with a view to obtaining a width of channel of .400 feet.-Reports dated August 12, 1907, and January 24, 1908, re- spectively, are printed in House Document No. 859, Sixtieth Con- gress, first session. A plan for improvement at an estimated cost of 204,000 is presented. 7. Preliminaryexamination and survey of Potomac River, with a view to obtaining a greaterdepth to Lower Cedar Point,Maryland.- RIVER AND HARBOR IMPROVEMENTS. 265 Reports dated July 26 and December 13, 1907, are printed in House Document No. 918, Sixtieth Congress, first session. A plan for im- provement at an estimated cost of $13,300 is presented. 8. Preliminaryexamination and survey of Aquia Creek, from Coal Landing to Wharton Landing, Virginia.-Reports dated September 25, 1907, and January 17, 1908, are printed in House Document No. 964, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. The local officer was also charged with the duty of making a pre- liminary examination and survey of Potomac River at Alexandria, Va., provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE NORFOLK, VIR- GINIA, DISTRICT. This district was in the charge of Maj. Joseph E. Kuhn, Corps of Engineers, having under his immediate orders Capt. E. D. Peek, Corps of Engineers, from December 4, 1907, to March 31, 1908. Di- vision engineer, Lieut. Col. Dan C. Kingman, Corps of Engineers. 1. Harbor at Norfolk and its approaches, Virginia.-(a) General i sprovement.-In its original condition the main channel of this I arbor was at mean low water navigable by vessels of 20 feet draft s far as the navy-yard, on the Southern Branch of the Elizabeth River, while in the Eastern Branch of this river there was a channel 15 feet in depth at mean low water as far as the Campostella bridge. These channels were of varying width. The original project of improvement was adopted in 1878, revised in 1885, and amended in 1890, 1898, and 1905. It included the attain- ment of a channel from 500 to 700 feet wide and 25 feet deep at mean low water from Hampton Roads to the navy-yard, a branch channel 22 feet deep at the same stage of the tide to the Campostella bridge on the Eastern Branch, and, within the limits of the first-named channel, a channel 450 feet wide and 28 feet deep at mean low water from deep water in Hampton Roads to the navy-yard. There has also been included in the project the excavation of an anchorage at the mouth of the Western Branch, having an area of 56 acres and a depth of 25 feet at mean low water, and the dredging, to the depth of 28 feet at mean low water, of the area between the western edge of the main channel and a line 75 feet outside of the established pierhead line, along the railroad docks at Pinner Point. The cost of all this work was estimated at $1,623,790.98. The existing project of improvement is the original project modi- fied from time to time as stated above. To June 30, 1908, there had been expended on this existing project $1,665,999.25, of which sum $51,052.16 was for work of maintenance. The sum of $21.21 has been derived from the sale of property and blueprints. On June 30, 1908, the project is about 99.5 per cent completed, the only work remaining to be done being the dredging of a strip 20 feet wide and 2,600 feet long from the south side of the channel in the Eastern Branch between the Norfolk and Western Railroad and Campostella highway bridges, for which purpose the estimate for com- pletion has been increased by $5,000. 266 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On June 30, 1908, the main channel of the harbor was available at mean low water for vessels of 28 feet draft as far as the navy-yard, which is located about 10 miles from deep water in Hampton Roads. The Eastern Branch channel is available at mean low water for ves- sels drawing 22 feet as far as the Campostella bridge, about 11 miles from deep water in Hampton Roads. The normal range of the tide is 2.7 feet. The Southern Branch of the Elizabeth River is navigable as far as the Albemarle and Chesapeake Canal locks, a distance of about 11 miles above the confluence of the Eastern and Southern branches of this river. The Eastern Branch is navigable for about 5 miles above this confluence. From this confluence to deep water in Hampton Rhads the distance by the main river is about 9 miles. For the calendar year 1907 the water-borne shipments aggregated about 13,643,849 tons, valued at about $597,950,881.43. The chief products handled are coal, cotton, fertilizer, lumber, and agricultural products. The improvement has made Norfolk an important ship- ping point for bituminous coal from the West Virginia fields, and a new railroad, the Virginian, is nearing completion and will soon engage in the business of shipping cargo and bunker coal from a deep-water pier on the Elizabeth River. It has not been found practicable to ascertain what effects, if any. the improvement has had on freight rates. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied to widening the channel in the Eastern Branch between the Norfolk and Western and the Campostella highway bridges, by 20 feet, in order to complete the project and to extend its benefits. For more extended information and maps, see Reports of Chief of Engineers for 1880, page 815; 1885, page 1018; 1887, page 969, and 1893, page 1323. For reference to examinations and surveys, see Report of Chief of Engineers for 1906, page 238. July 1, 1907, balance unexpended..... $41, 485. 59 Received from sales------------------------- - --- 10. 50 41,496. 09 June 30, 1908, amount expended during fiscal year for works of im- provement_ -------------------- 37, 632. 71 July 1, 1908, balance unexpended- 3, 863.38 July 1, 1908, outstanding liabilities --- 3, 453.20 July 1, 1908, balance available__ 410. 18 Amount (estimated) required for completion of existing project - 5, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 -- _- -- -- -- -- -- -- -_-- -- -- - _- 5,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (b) Hospital Point.-The land of this point is the property of the United States, and is a part of the grounds used by the Navy Depart- ment as a site for a hospital. The main channel of Norfolk Harbor passes in front of and close to this point. B IMPROVEMENTS. RIVER AND HARBOR 267 SThe project for this work, adopted in 1902, required the cutting off of 450 feet of the point, the construction of a sea wall and wharf, and the dredging of the area on both sides of the old point. The depth to be secured in the dredging was to be the same as that of the har- bor-25 feet at mean low water. The estimated cost of the work was $193,957, all of which has been appropriated. On June 30, 1908, the expenditures had amounted to $187,564.61, and had resulted in the completion of the project. It is proposed to utilize the available balance of the appropriation in maintaining the improvement. The statements in the previous section of this report regarding the character and volume of the commerce affected by the improvement of Norfolk Harbor, and as to the tidal range, state of navigability of the harbor, and the effect of the improvement on freight rates apply to this section also. A report upon an examination of this work will be found at page 964, Annual Report of the Chief of Engineers for 1889; and in the report for 1897, page 1335 et seq., full details of the project, with maps explanatory thereof, are given. July 1, 1907, balance unexpended ----------- $6, 392. 39 July 1, 1908, balance unexpended ------------------------ 6, 392. 39 (c) Thirty-foot channel.-As noted in section (a) above, the exist- ing ship channel affords a 28-foot navigation, 450 feet wide, from Hampton Roads to the junction of the Southern and Eastern branches. Under a project adopted March 2, 1907, the existing ship channel is to be deepened to 30 feet and to be given a width of 600 feet from Hampton Roads to Lambert Point and 800 feet from Lambert Point to the junction of the Eastern and Southern branches of the Elizabeth River. This project also includes the removal of the shoals at the mouth of the Eastern Branch to a depth of 25 feet and a width of 500 feet. The estimated cost of the project is $1,132,000. The expenditures to June 30, 1908, have amounted to $88,765.91. This project is in progress under a continuing-contract authoriza- tion for which the sum of $725,000 still remains to be appropriated. On June 30, 1908, the project was about 13 per cent completed. The work accomplished consisted in the removal of the shoals at the mouth of the Eastern Branch and in the partial excavation of the new 30-foot channel between Lambert Point and Craney Island light. Work on the new 30-foot channel has not yet progressed sufficiently to determine its effect upon commerce. The statements contained in section (a) above, regarding the char- acter and volume of commerce, tidal range, and state of navigability of the channel apply to this section also. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied to dredging under the existing project for the purpose of extending the benefits of the improvement. Reports, with maps, upon examinations of this improvement will be found in House Documents Nos. 373 and 381, Fifty-ninth Con- gress, first session. 268 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended ------------------------------ $281, 017. 16 Amount appropriated by sundry civil act approved May 27, 1908 125, 000.00 406, 017. 16 June 30, 1908, amount expended during fiscal year for works of im- provement ------------------------------------------------- 87, 783.07 July 1, 1908, balance unexpended ----------- 318, 234.09 July 1, 1908, outstanding liabilities----------------------------- 9, 825.38 July 1, 1908, balance available ---------------------------------- 308, 408.71 July 1, 1908, amount covered by uncompleted contracts ----------- 500, 309. 23 Amount (estimated) required for completion of existing project-- 725, 000.00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------ 100, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix L 1.) 2. Western Branch of Elizabeth liver, Virginia.-The channel of the river, when the project for improvement was adopted, was 12 feet deep at mean low water and from 50 to 300 feet wide. The project adopted in 1896 provided for obtaining, by dredging, a channel 200 feet wide and 20 feet deep at mean low water for a distance of about 1 mile from deep water in Norfolk Harbor. The estimated cost was $45,000, all of which has been appropriated. Up to June 30, 1908, the sum of $44,671.65 has been expended on this improvement, the result being the completion of the project. It is proposed to utilize the available balance in maintaining the improvement. A draft of 19 feet at mean low water can be carried in the im- proved channel. The average rise and fall of the tide is 2.7 feet. This stream is navigable for small sailboats to farms situated about 9 miles from its mouth. The commerce in the main consists of manufactured lumber, ore, and farm products. For the calendar year 1907 it is reported to have amounted to 2,487,113 tons, valued at $25,800,517.50. It has not been found possible to ascertain what effect, if any, the improvement has had upon freight rates. The amount estimated for profitable expenditure during the fiscal year ending June 30, 1910, will be applied in maintaining the improvement by dredging, to restore the channel to project width and depth. For reference to list of reports on examinations of this stream, see Report of the Chief of Engineers for 1906, page 240. July 1, 1907, balance unexpended _ _----_ --_ ---- $328. 35 July 1, 1908, balance unexpended ----------------------------------- 328. 35 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 -_----- _- - .. _....._. _.... . 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 2.) RIVER AND HRABOR IMPROVEMENTS. 269 8. Hampton Roads, Virginia.-Beforeimprovement, vessels of more than 25 feet draft could not reach Newport News on account of the shoal in Hampton Roads, known locally as Middle Ground bar. Under an item in the act of June 13, 1902, provision was made for dredging a channel through the Middle Ground bar 500 feet wide and 30 feet deep at mean low water. The estimated cost of the work was $225,000. Up to June 30, 1908, $225,083.91 had been expended on the work, and the project had been completed. The expenditures for the fiscal year were applied to survejring and office expenses, $83.91 of which was under maintenance. On June 30, 1908, vessels of 30 feet draft could navigate the chan- nel safely, but there are signs of deterioration in the channel, and dredging will be required to maintain the project depth and width. The average tidal range is 2.5 feet. The head of navigation via this channel is at Richmond, Va., onthe James River, a distance of about 105 miles up the river. The amount of commerce when the improvement was undertaken in 1902 amounted to 2,663,669 tons. For the calendar year 1907 it is reported to have amounted to 6,379,617 tons, valued at $511,179,- 734.70. The bulk of the tonnage is in coal and grain. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. It is proposed to expend the available balance and the amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, in maintaining the project depth and width of channel for the purpose of keeping the improvement available. For reference as to reports on examinations and surveys, see Report of the Chief of Engineers for 1906, page 240. July 1, 1907, balance unexpended---- ---------------------- $12, 556.49 June 30, 1908, amount expended during fiscal year: For works of improvement $56.49 For maintenance of improvement ------------------- 83. 91 140.40 July 1, 1908, balance unexpended ----------------------------- 12, 416. 09 July 1, 1908, outstanding liabilities ------------- -------- . 75 July 1, 1908, balance available ------------------------------ 12, 415. 34 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------- -------------------------- 12, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 3.) 4. Nansemond River, Virginia.-The original channel of this stream permitted it to be navigated at mean low water by vessels drawing not more than 5 feet. The depth was increased to 8 feet at the same stage of tide under appropriations made between 1873 and 1878 at a cost of $37,000. The project under which the work has been carried on until recently was adopted August 11, 1888, and called for a channel 100 feet wide from Suffolk, the head of navigation, to the Western Branch, while from the latter place to Town Point its width was to vary from 200 270 REPORT OF THE CHIEF OF ENGINEERS,U. S. ARMY. to 400 feet. The depth to be obtained throughout was 12 feet at mean low water. This improvement was estimated to cost $152,500. At present it is contemplated to provide a channel only 80 feet wide and 12 feet deep at mean low water between Suffolk and Town Point, which is now deemed ample for the commerce of the stream. Up to June 30, 1908, the expenditures under the project of 1888 and its modification have amounted to $49,960.16, of which amount $9,283.05 has been applied to maintenance. The channel between Suf- folk and the Western Branch has been dredged to 80 feet in width and 12 feet in depth at mean low water, and a turning basin has been excavated at the former place. The project is about 67 per cent com- pleted. The amount reported as expended during the fiscal year for main- tenance was applied toward the expense of a survey to determine the condition of the channel at certain bars in the vicinity of the Western Branch. At the close of the fiscal year a boat drawing 11 feet at mean low water could reach Suffolk, the head of navigation, 18 miles above the mouth of the river. The tidal variations are about 3 feet at Town Point and 3.8 feet at Suffolk. The commerce of the stream consists principally of lumber, agricul- tural products, and merchandise. In 1890 it is reported to have reached about 220,000 tons. For the calendar year 1907 it is reported to have amounted to 156,200 tons, valued at $4,360,749. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied toward repairing a portion of the timber-training dike at the mouth of the Western Branch for the purpose of maintaining the improvement at this point. For reference to list of reports of examinations and surveys, see Re- port of Chief of Engineers for 1906, page 241. July 1, 1907, balance unexpended - -$5, 053.39 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 13.55 July 1, 1908, balance unexpended ------------------------------ 5, 039. 84 Amount (estimated) required for completion of existing 'project - 7, 769.50 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ..----------------------- ----------- 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 4.) 5. Pagan River, Virginia.-Orioinally the shoals in this stream limited the draft of vessels to 6 1 feet at mean low water. Under a project adopted in 1880 the sum of $10,000 was expended in dredging a channel 60 feet wide and 8 feet deep at mean low water through three shoals between the mouth and Smithfield, Va. The project upon which was based the appropriation of $10,870 in the act of June 13, 1902, provided for obtaining a channel from Smithfield to the mouth of the river 80 feet wide and 8 feet deep at mean low water. The estimated cost was $28,870. This project was RIVER AND HARBOR IMPROVEMENTS. 271 modified by the act of March 3, 1905, which authorized the expendi- ture of the balance remaining of the appropriation of 1902 in securing a channel not less than 40 feet wide and of such depth as might be obtained without exceeding said balance. In the project submitted under the above-cited provision of law it was stated that the unex- pended balance would provide such a channel 10 feet in depth at mean low water. Up to June 30, 1908, the expenditures had amounted to $10,671.01, and the project had been completed. There is now a navigable channel 40 feet wide and 10 feet in depth at mean low water from the mouth of the river for a distance of about 9 miles to Smithfield, the head of navigation. The average range of the tide is 2.6 feet. The commerce is handled by numerous small schooners and sloops and two regular steamers, and consists largely of peanuts and oysters. The commerce of this stream has averaged about 100,000 tons a year, but has varied considerably from year to year according to whether conditions have or have not been favorable to the produc- tion of peanuts and oysters. For the calendar year 1907 it is reported to have amounted to 89,289 tons, valued at $13,260,101.25. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. Reports upon examinations and surveys of this river will be found in the Annual Report of the Chief of Engineers for 1875, Part 2, page 156, and for 1901, page 1174. Reference to report on examina- tion made in compliance with act of March 2, 1907, will be found on page 280 of this report. July 1, 1907, balance unexpended ---------------------------- $198. 99 July 1, 1908, balance unexpended --------------------------------- 198. 99 (See Appendix L 5.) 6. Appomattox River, Virginia.- (a) Maintenance.-The original channel in this river was narrow and tortuous, and numerous shoals prevented vessels drawing more than 61 feet from navigating it at mean high water. The original project, which is also the existing project, was adopted in 1871 and revised in 1893. The project as revised covers the attain- ment and maintenance of a channel 80 feet wide and 12 feet deep at mean high water between Point of Rocks and Petersburg. The cost of providing this channel was estimated at $471,920 and its mainte- nance at $10,000 annually. On June 30, 1908, the sum of $424,571.10 had been expended toward the improvement and the sum of $49,234.97 for maintenance. The amount reported as expended during the fiscal year was applied toward the expense of a resurvey of the channel and to the prepara- tion of a contract for dredging. The project is about 85 per cent completed. At the present time the channel of the river is available at high water for vessels of about 8 feet draft, the normal range of the tide being about 2.6 feet. The head of navigation is Petersburg, Va., about 11 miles from the mouth of the river. The commerce consists of lumber and miscellaneous products. In 1890 it amounted to about 20,000 tons. It gradually increased until in 1900 and 1901 it amounted to about 150,000 tons. Since then it 272 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. has decreased, and for the calendar year 1907 it is reported to have been the same as the previous calendar year, about 30,000 tons. It is proposed to expend the balance now available in removing material brought down by freshets and deposited in the navigable channel of the river. This work is required to render the navigable channel available in the interests of commerce. Work will be com- menced early in the next fiscal year, a contract having been awarded for the work. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied toward the removal of material deposited in the navigable channel by freshets, for the purpose of maintaining the improvement. An examination of this stream was made in 1852, to which refer- ence is made in the Annual Report of the Chief of Engineers for 1870, page 68. A survey was made in 1870 and the report published in the Annual R'eport of the Chief of Engineers for that year, com- mencing a-' ge 68. Reference to report on examination made in compliance act of March 2, 1907, will be found on page 280 of this report. July 1, 1907, balance onexpended ------------------------------- $49, 933.33 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 741.10 July 1, 1908, balance unexpended --------------------------------- 49, 192. 23 July 1, 1908, amount covered by uncompleted contracts- 00 30, 5000. Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) At Petersburg.-Theproject for the work contemplated is not to provide a navigable channel, but to excavate a new channel into which to deflect the river, and thus overcome the trouble experienced by the deposit of sediment in the navigable channel of the river in the neighborhood of Petersburg. The project for this work, which was adopted June 13, 1902, con- templates the excavation to mean low water of a cut from 200 to 300 feet wide and 21 miles long and the diversion of the river into the said cut by means of a dam built across the present channel at the head of the harbor of Petersburg, and includes the construction of bridges for the highways and railway crossing the new channel and other incidental work. The estimate for the work is $200,000, which amount has been provided. At the close of the fiscal year 1908 the sum of $135,181.59 had been expended, all of the land needed has been purchased, the highway and railway bridges have been built, the new cut has been partially excavated, and the dam across the Appomattox River built to low water. The expenditures during the fiscal year were applied to pay- ment for work done under contract. The project is about 75 per cent completed. It has not been found possible to ascertain what effect, if any, the improvement has had upon freight rates. The balance of funds will be applied to completing the work under the adopted project. RIVER AND HARBOR IMPROVEMENTSo 278 The commerce to be affected by the improvement contemplated is the same as that mentioned in the preceding section, and all general statements made therein apply equally well to this section. A report upon an examination and survey will be found in the Annual Report of the Chief of Engineers for 1882, page 907. An- other report, with a map, will be found in the Report of the Chief of Engineers for 1889, page 957. Other reports will be found in the Annual Reports of the Chief of Engineers for 1893, page 1345, and for 1901, page 1467. July 1, 1907, balance unexpended .--------------------------- $97, 957. 92 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 33, 139. 51 July 1, 1908, balance unexpended ---------------------------- 64, 818.41 July 1, 1908, outstanding liabilities --------------------------- 4, 386.44 July 1, 1908, balance available---------------------------------- 60, 431.97 July 1, 1908, amount covered by uncompleted contracts ....----------- 42, 434. 76 (See Appendix L 6.) 7. Harbor at Cape Charles City, Va.-The harbor proper is land- locked and covers an area of 10 acres, and it and the exposed chan- nels leading thereto had, before the beginning of the work, a depth of 12 feet at mean low water. The project was adopted in 1890 and requires the dredging of a channel through Cherrystone Inlet and bar 100 and 200 feet wide, respectively, and 16 feet deep at mean low water, the dredging of an entrance channel 100 feet wide of the same depth, and dredging over the entire area of the protected and inclosed harbor to a depth of I± feet at mean low water. Jetties of stone were to be constructed for the protection of the channel leading into the basin. This work was estimated to cost $142,340. The expenditures to June 30, 1908, amounted to $94,598.89, and re- sulted in the dredging and redredging of one-half of the inner harbor to the proper depth and the excavation of channels of the required dimensions through the inlet and the entrance to the basin and the construction of 875 feet of the north jetty and 232 feet of the south jetty. The north jetty is 1,625 feet in length, but 750 feet of this was built without expense to the United States. The project is about 70 per cent completed. On June 30, 1908, a vessel drawing 12 feet could enter the harbor at mean low water. The docks within the landlocked harbor are about 3 miles from the 16-foot contour in Chesapeake Bay at Cherry- stone bar. The range of the tide is about 2.5 feet. The commerce consists mainly of miscellaneous freight, agricul- tural products, fertilizer, and some oysters and fish. At the begin- ning of the improvement the annual commerce was about 400,000 tons. For the calendar year 1907 it is reported to have amounted to 2,121,301 tons, valued at $4,559,440. It has not been found practica- ble to ascertain what effect, if any, the improvement has had upon freight rates. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied to dredging a channel 67101--Nao 1908-18 274 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. across Cherrystone bar to extend the benefits of the improvement and in redredging the entrance channel to the harbor for the purpose of maintaining the channel. For more extended information, see Annual Report of the Chief of Engineers for 1890, page 975. July 1, 1907, balance unexpended ------------------------------- $41, 237. 57 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------- 10, 836.46 July 1, 1908, balance unexpended -------------------------------- 30, 401.11 July 1, 1908, outstanding liabilities ------------------------------- 2991.27 2, July 1, 1908, balance available ----------------------------------- 27, 409.84 July 1, 1908, amount covered by uncompleted contracts ------------ 17, 947.59 Amount (estimated) required for completion of existing project.... 17, 340.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908------------------------25, 000.00 Submilted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 7.) 8. Waterway from Norfolk, Va., to the sounds of North Carolina.- This waterway extends from Norfolk, Va., via the Southern Branch of the Elizabeth River to Deep Creek, thence through the Dismal Swamp Canal to South Mills, N. C., and from the latter point through Turners Cut to the Pasquotank River, to Albemarle Sound, and thence to Pamlico Sound by Croatan Sound. The d(raft which could be carried through this waterway at the time of the adoption of the project for improvement was limited to 21 feet at mean low water, owing to the deterioration of the Dismal Swamp Canal, which originally had had a depth of about 6 feet. The project, adopted March 3, 1899, provides for the dredging of channels in Deep Creek, Turners Cut, through a shoal in the Pas- quotank River near Ship Yard bar, and through a bar in Croatan Sound near Croatan light. All these channels, except the last named, were to be 100 feet wide and 10 feet deep at mean low water. The Croatan channel was to be 200 feet wide and 12 feet deep at mean low water. For the protection of these channels sheet piling was to be driven where necessary. The estimated cost of this work was $274,310. Up to June 30, 1908, the sum of $251,196.46 had been expended on the project and $6,853.14 on its maintenance. The project has been completed, and the additional work required is for maintenance. The amount reported as expended during the fiscal year for main- tenance was applied toward repairing sheet-pile revetment in Tur- ners Cut and toward expenses of inspections of the water route made from time to time. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied toward removal of obstructions and toward dredging in Deep Creek for the purpose of maintaining the improvement. On June 30, 1908, vessels drawing 10 feet of water can at mean low water navigate from Norfolk, Va., through all sections of the route which have been improved by the United States. The canal, RIVER AND HARBOR IMPROVEMENTS. 275 which extends from Deep Creek to South Mills, is maintained at the expense of a private corporation, which tries to keep it available for vessels of 10 feet draft, but on June 30, 1907, the limiting depth for the entire route was only 9 feet, owing to the existence of shoal places in the canal. Deep Creek is the only tidal portion of the improve- ment, and there the rise and fall averages 3 feet. In the other 'sec- tions the water level changes according to the direction and velocity of the wind. The route is about 67 miles in length. The commerce for the calendar year 1907 is reported to have amounted to 366,339 tons, valued at $4,559,440. The main items of commerce are coal, fertilizer, timber, and farm products. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. For list of reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 246. July 1, 1907, balance unexpended ------------------------------- $5, 043. 22 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------------- 222. 82 July 1, 1908, balance unexpended --------------------------------- 4, 820.40 Amo, at that can be profitably expended in fiscal year ending June 3C 1910, for maintenance of improvement, in addition to the bal- t ce unexpended July 1, 1908-------------------------- _____ 5, 000.00 Sinitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 8.) 9. Inland water route from Norfolk, Va., to Albemarle Sound, North Carolina, through Currituck Sound.-This route extends from Norfolk, Va., to Albemarle Sound, via the Southern Branch of the Elizabeth River, Albemarle and Chesapeake Canal, North Landing River, Currituck Sound, Coanjock Bay, North Carolina Cut, and North River. The canal and cut mentioned are now controlled by a private corporation. This route had originally a good 5-foot mean low-water channel, but navigation was obstructed by snags, sunken logs, and overhang- ing trees. Sharp bends added to the other difficulties of navigation. Until the act of September 19, 1890, the work of improvement was carried on under several separate projects, upon which a total of $240,169.69 had been eqTended. By that act all these projects were consolidated. The present project, adopted September 19, 1890, provides for obtaining a channel 80 feet wide and 9 feet deep at mean low water through the whole extent of the waterway to be improved by the United States, at an estimated cost of $306,667.08, including the pre- vious expenditures above mentioned. The project is considered as complete, the additional work required being for maintenance. Since September 19, 1890, and up to June 30, 1908, the sum of $61,987.64 has been expended upon this improvement and $31,756.20 upon main- tenance. The expenditures during the fiscal year were applied to maintenance. The work consisted in keeping the waterway clear of sunken logs and stumps. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied in maintaining the im- provement by keeping the various channels clear of logs, snags, and 276 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. similar obstructions, and in redredging parts of the channel through Currituck Sound where these have deteriorated. The channels through the various portions of the route are now from 60 to 80 feet wide and have a depth of 9 feet at mean low water. The draft of vessels which can pass through the route at mean low water on June 30, 1908, is 9 feet. The route is about 67 miles long. There is no lunar tide in any portion of the route, except in the Southern Branch of the Elizabeth River, where the average rise and fall is 2.7 feet. In the other sections the water level varies according to the velocity and direction of the wind, for which an allowance of 0.5 foot is made, but severe storms may cause an elevation or de- pression of 2 feet or more. The commerce has varied considerably since the route was opened to navigation. The highest reported was for the calendar year 1890, when it amounted to 403,111 tons. Since that time it has decreased considerably, and for the calendar year 1907 it amounted to 188,543 tons, value not known. The principal items of shipment consist of coal, fertilizer, and timber products. The gradual decrease in the commerce of the route is due to the depletion of the forests and the consequent decrease in timber ship- ments. It has not been found possible to ascertain what effect, if any, the improvement has had upon freight rates. Considerable difficulty is experienced in keeping this waterway free from obstructions by logs dropped from rafts due to the improper construction of the rafts, and, in the absence of any adequate laws permitting the Engineer Department to control the construction of rafts, it has been found impossible to prevent the frequent occurrence of these obstructions. For references as to examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 247. July 1, 1907, balance unexpended -------------------------------- $3, 233.91 Received from sales during fiscal year----------------------------- 26.75 3, 260. 66 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------- 1, 433.50 July 1, 1908, balance unexpended --------------------------------- 1, 827.16 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 9.) 10. Perquimnans River, North Carolina.-Before work was begun navigation was obstructed by numerous stumps just below the town of Hertfdrd, N. C., which limited the draft of vessels to 7 feet. The first appropriation for the Perquimans River was made in 1876, and was based on a project to provide a channel 200 feet wide with a depth of 91 feet at mean low water through a stumpy reach near Hertford, N. C., and the amount provided ($2,500) was ex- pended in obtaining said channel, which was completed in 1877. RIVER AND HARBOR IMPROVEMENTS. 277 The existing project, adopted by Congress March 3, 1905, was to provide a channel 200 feet wide and 9 feet deep at mean low water through the stumpy reach about 800 feet below Hertford, N. C., at an estimated cost of $11,250. To June 30, 1908, $11,168.06 had been expended, and all the work contemplated has been completed. On June 30, 1908, vessels drawing 9 feet can, at mean low water. reach the town of Hertford. There is no lunar tide in the river, the level of the surface of the water varying according to the direction and velocity of the wind. The average difference in elevation is about one-half foot, but storms may cause a difference of as much as 2 feet or more. The head of navigation is at Newby's bridge, about 26 miles from the mouth of the river. An estimate in 1902 placed the commerce at about 36,000 tons, and for the calendar year 1907 it is reported to have amounted to 69,600 tons, valued at $919,000. The principal items of freight transported were lumber, logs, fertilizer, and cotton seed. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. July 1, 1907, balance unexpended --------------------------- $81.94 July 1, 1908, balance unexpended ------------------------------------ 81.94 (See Appendix L 10.) 11. Blackwater River, Virginia.-In its original condition this stream afforded a natural channel of 7 feet depth, but navigation was difficult owing to the existence of obstructions and sharp bends. Between 1878 and 1882 Congress appropriated a total of $14,000 for the improvement of the stream, to consist of the removal of logs, snags, overhanging trees, and the removal of sharp bends. Oper- ations ceased in 1884, from which time no work was done upon the river to 1907. The existing project was adopted March 2, 1907, and provides for the clearing of the stream of the existing obstructions so as to afford a condition of easy navigation. The estimated cost of the project is $8,000, all of which has been appropriated. To June 30, 1908, there had been expended $2,144.33 on the exist- ing project, which is completed. The available -balance will be ex- pended in maintaining the improvement as may be found necessary from time to time. On June 30, 1908, vessels drawing 7 feet can navigate the river. The river is a tideless stream, and the only fluctuations in the water level are those due to freshets, which usually do not exceed 3 to 4 feet. The river is navigable from the railroad bridge at Franklin, Va., to its mouth, a distance of about 13 miles. During the calendar year 1907, the commerce amounted to 5,300 tons, valued at $846,400. The principal items consisted of agricul- tural products, timber, and fertilizer. It is impracticable to state what effect, if any, has been made by the improvement upon freight rates. For more extended information, see Report of the Chief of Engi- neers for 1875, Part 2, page 161, and report of an examination printed in House Document No. 177, Fifty-ninth Congress, first session. 278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended --------------------------------- $8, 000.00 June 30, 1908, amount expended during fiscal year for works of im- provement ----------- --- ------ 2, 144. 33 July 1, 1908, balance unexpended ---------------------------------- 5, 855.67 (See Appendix L 11.) 12. Meherrin River, North Carolina.-Inits original condition this stream afforded a navigable channel about 80 feet wide and 7 feet deep from its mouth to the town of Murfreesboro, N. C. The chan- nel was tortuous and badly obstructed by logs, overhanging trees, and a few shoals. In the year 1882 Congress appropriated $5,000 toward the improve- ment of the river, the improvement to consist in the removal of the obstructions to navigation, and operations were carried on from time to time in the years 1883 to 1886, inclusive. The total expenditure amounted to $4,584.53. The existing project was adopted by Congress March 2, 1907. It provides for the removal of existing obstructions in the nature of sunken logs, overhanging trees, and a few shoals, so as to render navi- gation easy. The estimated cost of the project is $6,000, all of which has been appropriated. To June 30, 1908, there had been expended on the existing project $1,932.88, which is completed. It is proposed to expend the available balance in maintaining the improvement as may be found necessary from time to time. On June 30, 1908, the maximum draft that could be carried with safety was 7 feet. The river is a tideless stream, but freshets cause variations in the water level of 3 to 4 feet. The head of navigation is at Murfreesboro, 11 miles above the mouth of the river. During the calendar year 1907 the commerce of the river aggre- gated 9,321 tons, valued at $1,053,330. The principal items of ship- ment are timber products and general merchandise. It is impracticable to state what effect, if any, the improvement has had on freight rates. For more extended information see Report of the Chief of Engineers for 1882, page 1114, and report of examination printed in House Document No. 137, Fifty-ninth Congress, first session. July 1, 1907, balance unexpended ------------------------------- $6, 000. 00 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------------- 1, 932. 88 July 1, 1908, balance unexpended --------------------------------- 4, 067. 12 (See Appendix L 12.) 13, Roanolee River, North Carolina.-Originally the navigable channel to Indian Highland bar, 67 miles above the mouth, was 10 feet deep at mean low water, and thence to the town of Weldon, which is 129 miles from the mouth, the minimum depth was 2- feet at the same stage. The project, adopted in 1871, contemplates a channel with a least width of 50 feet from Hamilton to Weldon, 5 feet deep at mean low water, and the removal in the lower portion of the river, below the former point, of such obstructions as may be necessary to accommo- date vessels navigating North Carolina sounds. The estimated cost of the work was $269,000. RIVER AND HARBOR IMPROVEMENTS. 279 The expenditures to June 30, 1908, amounted to $238,389.27, of which amount $9,699.04 has been expended in maintenance and $1,351.75 was received from sales. The project is about 80 per cent completed. The channel obstructions have been removed, and a chan- nel depth of 4 feet at mean low water over the projected width has been provided between Hamilton and Weldon. On June 30, 1908, vessels drawing 81 feet can go as far as Hamilton, and beyond that point, to within a short distance of Weldon, 4 feet can be carried at mean low water. A bar is forming at the mouth of the river, due to deposits brought down by freshets, and this has somewhat diminished the depth that could otherwise be carried to Hamilton. The upper river is subject to heavy freshets, which cause the only variation in the level of the water surface. Weldon, situated about 129 miles from the mouth, is the head of navigation. The commerce has varied considerably since the improvement was undertaken, the maximum amount of freight transported having been in 1891, when it was 376,181 tons. Since then it has decreased, and for the calendar year 1907 it was reported at 61,108, valued at $3,744,600. The principal item of shipment is timber. The depletion of the forests and the development of railroads in the territory tributary to the river have served to reduce the volume of water-borne freight in recent years. It has not been found possible to ascertain what effect, if any, the improvement has had upon freight rates. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1910, will be applied in maintaining the improve- ment by keeping the channel clear of logs, snags, and similar ob- structions. For reference to reports of examinations and surveys, see Report of the Chief of Engineers for 1906, page 249. July 1, 1907, balance unexpended ------------------------------- $5, 667.31 June 30, 190S, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 1, 704.83 July 1, 1908, balance unexpended --------------------------------- 3, 962. 48 Amount (estimated) required for completion of existing project .. 40, 309.73 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------------- 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 1, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix L 13.) 14. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of barge (name unknown).-This barge sunk in Smiths Creek, an arm of Norfolk Harbor. Its removal was authorized June 10, 1907. The wreck was removed during the month of July, 1907, at a cost of $300. (b) Wreck of Edith Fowle.-This schooner sunk in Norfolk Har- bor, Virginia, near the entrance to Smiths Creek. Its removal was authorized August 14, 1907. The wreck was removed during the month of August, 1907, at a cost of $300. (c) Wreck of Dauntless.-This schooner sunk in mid-channel, Nor- folk Harbor, Virginia. Its removal was authorized September 26, 280 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1907. The wreck was removed during the month of October, 1907, at a cost of $710.50. (d) Wreck of Emma K.-This steamer sunk in Chesapeake Bay, Virginia, about 1 mile southeast of Back River light-house. Its re- moval was authorized December 21, 1907. The wreck was removed during the month of December, 1907, at a cost of $500. (e) Wreck of Tourist.-This steamer sunk in Albemarle Sound, North Carolina. Its removal was authorized December 27, 1907. The wreck was removed during the month of February, 1908, at a cost of $1,100. (f) Wreck of Kate Johnson.-Thisschooner sunk in Cypress Creek, Virginia. Its removal was authorized December 28, 1907. The wreck was removed during the month of January, 1908, at a cost of $150. (g) Wreck of Custis W. Wright and schooner (name not known).- These schooners sunk in James River, Virginia, near Newport News, Va. Their removal was authorized April 25, 1908. The wrecks were removed during the month of May, 1908, at a cost of $1,154.67. The total cost of removing these wrecks was $4,215.17. (See Appendix L 14.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination with plan and estimate of cost of im- provement of PaganRiver, Virginia.-Reports dated August 1, 1907, and October 18, 1907, respectively, are printed in House Document No. 397, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $4,600 is presented. 2. Preliminary examination and survey of Onancock River, Vir- ginia, between Chesapeake Bay and Onancock.-Reports dated July 5 and December 28, 1907, respectively, are printed in House Docu- ment No. 652, Sixtieth Congress, first session. A plan for improve- ment at an estimated cost of $13,500 is presented. 3. Examination with ptan and estimate of cost of improvement of Appomattox River, Virginia (for maintenance).-Reports dated September 25, 1907, and February 5, 1908, are printed in House Document No. 952, Sixtieth Congress, first session. A plan for im- provement at an estimated cost of $23,000 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE WILMINGTON, NORTH CAROLINA, DISTRICT. This district was in the charge of Capt. Earl I. Brown, Corps of Engineers. Division engineer, Lieut. Col. Dan. C. Kingman, Corps of Engineers. 1. Scuppernong River, North Carolina.-Fromthe mouth to Co- lumbia is 5 miles; to Spruill's bridge, 23 miles. Before work was commenced on the river there was only about 5 feet across the bar at its mouth. The upper portion was obstructed RIVER AND HARBOR IMPROVEMENTS. 281 by logs, snags, stumps, overhanging growth, and abrupt bends, per- mitting navigation by small vessels only. The original project, adopted in 1876, was to dredge the bar, make cut-offs at sharp bends, and remove obstructions so as to obtain a channel 60 feet wide and 9 feet deep at low water up to Spruill's bridge. The present project, adopted by act of June 13, 1902, provides for dredging a channel 3,400 feet long, 150 feet wide, and 9 feet deep at mean low water across the bar at the mouth of the river, at a cost of $14,000. The project is about 70 per cent completed. Expended prior to 1902 on previous project ----------------------- $8, 000. 00 Expended on present project up to June 30, 1908: For improvement -------------------------------- $11, 500. 00 For maintenance ---------------------------------- 3, 969. 97 15, 469. 97 Total --------------------------------------------------- 23, 469. 97 There was no work done during the fiscal year 1908, the expendi- tures being for part purchase of plant to be used on this and neigh- boring works. At the close of the fiscal year 1908, the conditions as far as known, are a channel 9 feet deep at mean low water, 90 feet wide for 2,700 feet of its length, and 130 feet wide for 700 feet of its length across the bar at the mouth of the river; thence to Cross Land- ing, 14 miles above, a good open channel of 7 feet at mean low water, free from obstacles; thence to Spruill's bridge, 9 miles farther, 7 feet at mean low water, but the river in many places is narrow and crooked and obstructed by overhanging trees on the banks and by logs and snags in the channel. It is proposed to apply the funds on hand to maintenance, awaiting further appropriations for the completion of the project. This is a nontidal stream with no slope, the oscillations of the sur- face being controlled by the winds. Spruill's bridge, 23 miles from its mouth, is the head of navigation, to which point 7 feet can be carried at mean low water. The commerce for 1907 amounted to 68,630 tons, valued at approxi- mately $1,660,814, an increase of 23,721 tons over last year. It con- sisted principally of lumber, timber, cotton, and other farm products. The effect of the project on freight rates is not known. References: The adopted project is printed in the Annual Report of the Chief of Engineers for 1901, page 1543. July 1, 1907, balance unexpended -------------------------------- $2, 030. 03 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 500.00 July 1, 1908, balance unexpended --------------------------------- 1, 530.03 July 1, 1908, outstanding liabilities-------------------------------- 12. 60 July 1, 1908, balance available-----------------------------------1, 517. 43 . Amount (estimated) required for completion of existing project__ 2, 500.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------------------- 5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 1.) 282 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Fishing Creeik, North Carolina.-When improvement began the stream was badly obstructed by masses of fallen timber, overhanging trees on banks, logs and snags in channel, and was navigable by rafts only a few miles above the mouth. The original project of 1889 was to clear the stream of logs, snags, trees, etc., up to Bellamy's mill. It was amended in 1896 to limit the work to that part below the Wilmington and Weldon Railroad bridge, and this amended project was completed in 1901. The sum of $22,715.10 was spent on this project, which has been finished. Amount expended on present project up to June 30, 1908, for main- tenance, $2,187.78. The proposed application of the available balance of $347.12 is to maintain the natural channel as far as Beech Swamp. The lower portion of the stream was cleared of obstructions in 1905. It is not navigable above Beech Swamp on account of its tortuous course and rapid current. Below that point it is navigable during the higher stages about eight months annually. The lower end of the stream is reported by those interested in its navigation to be in poor condition to Beech Swamp, being badly obstructed by fallen trees, logs, and snags. Between Beech Swamp and the railroad bridge the condition of the stream is unknown, but it is presumably bad. The owners of the vessels navigating this stream report-that there are so many obstructions that it is unsafe to navigate unless the water is at least 2 feet higher than the stages at which it was safe to navigate just after the stream had been cleared out. The present head of navigation is Beech Swamp, 17.5 miles from its mouth, to which about 2 feet can be carried during about three months of the year. The water surface varies from a minimum depth of 6 inches at low water to 10 feet during the high freshet stages. The commerce for 1907 amounted to 1,491 tons, valued at approxi- mately $25,177, a loss of 760 tons from the previous year; it consisted principally of cotton seed, cotton-seed meal, timber, fertilizers, and peanuts. The effect of the improvement on railroad and boat rates can not be definitely stated; but the stream when opened to navigation affords an outlet to farm products, timber, lumber, etc., which have no other outlet except by wagons. References: Annual Reports for 1890, page 1179; 1893, page 1377; 1900, page 1796; 1905, page 1203. It is proposed to apply the available balance, together with the ap- propriation recommended, to the maintenance of the natural channel as far as Beech Swamp. July 1, 1907, balance unexpended ---------------------------------- $356. 20 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 9. 08 July 1, 1908, balance unexpended .---------------------------------- 347.12 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908--_-- ______--_----_--- _ 1,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 2.) RIVER AND HARBOR IMPROVEMENTS. 283 3. Pamlico and Tar rivers, North Carolina.-(One river, called the Pamlico below Washington, N. C., allnd the Tar above that point.) Distance from Washington to Greenville, 22 miles; to Tarboro, 49 miles; to Fishing Creek, 56 miles; to Little Falls, 88 miles; to Rocky Mount, 89 miles. Prior to its improvement, which was begun in 1876, the Pamlico River (that portion of the stream below Washington) was obstructed by war blockades, sunken logs, snags, stumps, and sand shoals. The governing low-water depths were 5 feet to Washington and perhaps 1 foot to Tarboro, the navigation to which place was practi- cable during freshet stages only. About 3 feet could be carried to Tarboro during about eight high-water months per year. The original project for the improvement of the river below Washington was that submitted in December, 1875 (Annual Report of the Chief of Engineers for 1876, p. 361), and adopted by Congress August 14, 1876, and had for its object to provide 9 feet at low water, from Washington to its mouth, by dredging and the removal of piles and obstructions at an estimated cost of $28,050. In the project proper the proposed draft to be provided was not specified, but work under the project was devoted to securing 9 feet at mean low water. Under this project the sum of $18,000 was appropriated, of which $17,877.12 was expended; the remainder, $122.88, was transferred to the improvement of the Pamlico and Tar rivers, when the improve- ments were combined in 1880. The Tar River (that portion of the stream above Washington), prior to improvement, was obstructed by sunken logs, piles, wrecks, stumps, snags, and trees in the channel, and overhanging trees along its banks. The original project for this portion of the stream was that of 1879 (Annual Report of the Chief of Engineers for 1879, p. 700) for the removal of obstructions between Washington and Tarboro at an estimated cost of $10,000. An appropriation of $3,000 was made for this purpose in 1879, of which $2,867.27 was expended, leaving a balance of $132.73, which was transferred to the joint improvement. in 1889 the project was extended to clear the natural channel above Tarboro, 34 miles, to Little Falls, and the estimate was increased $16,200, making the total estimate $92,200. The present project is that of 1875 (for Pamlico River), and of 1879, 1889, and 1907 (for Tar River), somewhat modified to se- cure a channel 100 feet wide and 9 feet deep at mean low water to Washington; thence a channel 60 feet wide and 4 feet deep at low water for 22 miles farther, to Greenville; thence a channel 60 feet wide and 20 inches deep at low water for 26 miles farther, to Tar- boro; thence to keep clear of obstructions the natural channel 34 miles farther, to Little Falls, 2 miles below Rocky Mount, N. C. The project as modified by act of March 2, 1907, changed the depth between Washington and Greenville from 3 to 4 feet at mean low water, at an estimated cost of $3,800. 284 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the year consisted in dredging, by which the project dimensions were obtained and the project completed. Expended prior to 1876 on previous projects ---------------------- $10, 000. 00 Expended on present project up to June 30, 1908: For improvement ------------------------------ $149, 875. 33 For maintenance--------------------------------- 21, 818.02 171, 693.35 Total -------------------------------------------------- 181, 693. 35 The project of 1875, with its various modifications, is completed, there being now a channel to Washington 100 feet wide and 9 feet deep at mean low water; thence to Greenville a channel 60 feet wide and 4 feet deep at low water, and is in good condition except for a small amount of snagging required. Above Greenville the river has deteriorated for lack of maintenance and is navigable only during freshet stages of variable duration, extending over six or eight months of the year. It is proposed to apply the available balance, together with the appropriation recommended, to maintenance of the improvement, both above and below Washington. The stream is nontidal. Below Washington the only surface varia- tions of importance are due to the wind, with an extreme range of 3 feet under normal conditions. Long protracted easterly or westerly winds sometimes cause variations of 7 or 8 feet. The variations of the upper portion of the river are affected by freshets only. The head of navigation is Dunbar's bridge, 108 miles from the mouth. The commerce for the year 1907 amounted to 428,378 tons, valued at approximately $19,212,294, a decrease since the previous year of 63,006 tons. It consisted principally of cotton, cotton-seed products, grains, potatoes, wood, timber, lumber, fertilizers, machinery, general merchandise, etc. The tendency of the improvement is to keep down freight rates. References: History and maps, Annual Reports, 1890, page 1114; 1891, page 1347; 1896, pages 161 and 1101, and 1907, page 267. July 1, 1907, balance unexpended -------------------------------- $8, 441.42 June 30, 1908, refundments during fiscal year --------------------- . 10 8, 441. 52 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------------- 6, 899. 12 July 1, 1908, balance unexpended --------------------------------- 1, 542.40 July 1, 1908, outstanding liabilities ------------------------------- 14.33 July 1, 1908, balance available ----------------------------------- 1, 528. 07 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908-------------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 3.) 4. Contentnia Creek, North Carolina.-Distance from the mouth to Snow Hill, 31 miles; Speights bridge, 50' miles; Stantonsburg, 63 miles. Previous to improvement this stream was obstructed throughout its entire length by fallen timber, sand shoals, and overhanging RIVER AND HARBOR IMPROVEME]4TS. 285 growth, and was navigable for shallow-draft craft during only the higher freshet stages of about three to six months of the year. The original project of 1881 was to clear the stream of these ob- structions, so as to obtain from its mouth to Stantonsburg, 63 miles, a depth of not less than 3 feet during the higher stages, about nine months of the year, at a cost estimated in 1888 at $77,500. The project of 1881 as extended in 1894 included maintenance below Snow Hill, and was again extended in 1899 to include main- tenance from Stantonsburg to the mouth. The project has been completed, and additional work required is for maintenance. Amount expended up to June 30, 1908: For improvement ----------------------------------------- $64, 394.56 For maintenance ------------------------------------------- 9, 068.98 Total__ -------------------------------------------------- 73, 463.54 There was no work done during the year. The expenditure was for purchase of plant for use on this and other streams. At the close of the fiscal year 1907 the creek between its mouth and Snow Hill was in fair condition and could be navigated during six months of the year by boats drawing 3 to 4 feet, depending upon the rainfall. Snow Hill, 311 miles from its mouth, is practically the head of navigation, although during the higher stages of water boats can ascend the stream to Speights bridge, 50 miles from its month. The portion of the stream between Snow Hill and Speights bridge has been partially resnagged since it was originally cleared of ob- structions. The stream is now in need of snagging. The commerce for the year 1907 amounted to 23,870 tons, valued at approximately $444,390. It consisted principally of cotton, cot- ton-seed meal, timber, lumber, fertilizer, general merchandise, etc. The effect of the improvement on railroad and boat rates can not be definitely stated, but the stream when opened to navigation affords an outlet to farm products, timber, lumber, etc., which have no other outlet except by wagon. References: Annual Reports, 1881, page 1009; 1890, page 1118; 1896, page 1103. It is proposed to apply the available balance to maintenance of the channel below Snow Hill and the appropriation recommended to further maintenance as required. July 1, 1907, balance unexpended ------------------------------- $1, 944.84 June 30, 1908, amount expended during fiscal year for maintenance of improvement------------------------------------------------ 231.38 July 1, 1908, balance unexpended -------------------------------- 1, 713.46 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------------- 3, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 4.) 5. Neuse and Trent rivers, North Carolina.- (a) Neuse River.- Distance from Newbern to Contentnia Creek, 32 miles; to Kinston, 50 miles; to 'Whitehall, 74 miles; to Goldsboro (Wilmington and Weldon Railroad bridge), 94 miles; to Smithfield, 150 miles. 286 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY, There is considerable uncertainty as to the conditions existing prior to 1878, when improvement by the Government was begun. Before the civil war, and probably for some time afterwards, light-draft steamers made more or less regular trips as high up as Smithfield, but the low-water depth probably did not exceed 2 feet, and the stream was obstructed by snags and after the civil war by war blockades. (See Annual Report of the Chief of Engineers for 1905, p. 240.) The original project of 1871, as extended in 1878-79 and 1880 and continued to date, provides for an 8-foot navigation up to Newbern during the entire year, 4 feet to Kinston, and during nine months of the year 3 feet to Smithfield, by the removal of war obstructions, dredging, jettying, and snagging, at a total estimated cost of $374,000; extended in 1902 to include dredging a channel 300 feet wide below Newbern and 200 feet wide at Newbern, to a depth of 8 feet at dead low water, in accordance with report and estimate printed in Annual Report of the Chief of Engineers for 1905, page 1427, at an estimated additional cost of $59,081.25. Since its adoption this additional esti- mate has been reduced to $24,000. In 1902 the improvement of this river was combined with that of Trent. Amount expended on foregoing projects to June 30, 1908: For improvement ------------------------------- $326, 758.93 For maintenance--- ----------------------------- 19, 386. 59 Total ----------- --------------------------- 346, 145. 52 The expenditures for the year were for maintenance, which con- sisted of snagging between Newbern and Seven Springs whenever the stage of water permitted work to be done, and the opening up of a cut-off formed between two bends near the sixty-fourth milepost. As a result of the expenditures to date the channel at and below Newbern has been completed to project width and depth, all war blockades have been cleared away, and the natural channel has been cleared to Smithfield, 150 miles above Newbern. No attempt has been made to maintain the stream above Waynesboro Landing (Golds- boro), 981 miles above Newbern. At low water 8 feet can be carried to Newbern, 4 feet to Village Creek, 25 miles above, 2.5 feet to the mouth of Contentnia Creek, 311 miles above Newbern, and 1 foot to Kinston, 50 miles above Newbern, above which point the river is not navigable on stages of less than 2 to 3 feet. A channel known as the Western channel, immediately above New- bern, has been cleared to a depth of 4 feet at mean low water. The channel of the river between Newbern and Seven Springs, near Whitehall, is free from all obstructions. The practical head of navigation is Waynesboro Landing, about 136 miles from the mouth of the river. The stream is nontidal. The variation of the water surface below Newbern is due entirely to the influences of the wind. The maximum range is 3.3 feet during severe northwest winds to 81 feet during violent northeast gales. The upper river is subject to freshets, which rise 17 feet at Smithfield, 18 feet at Waynesboro Landing, and 20 feet at Kinston. The funds on hand are to be used for maintenance and in securing the project depth of 4 feet between Newbern and Kinston by repair- RIVER AND HARBOR IMPROVEMENTS. 287 ing the old jetties and training walls, building new ones where neces- sary, and supplementing the effect of these structures by dredging. It is not considered practicable to carry out the project above New- bern as it now stands for any reasonable amount of money, but the appropriation recommended will be applied toward securing 4 feet to the mouth of Contentnia Creek and 2 feet thence to Kinston by dredging where necessary and toward maintenanice of the improve- ment. The commerce of the year amounted to 448,719 tons, valued at $15,362,992. It consisted of grain, timber, lumber, fertilizers, gen- eral merchandise, etc. Freight rates are materially lessened by reason of the improve- ment. References: See Annual Reports of 1879, page 71; 1900, pages 268 and 1802; 1901, page 1545. July 1, 1907, balance unexpended ------------------------------- $18,192.90 June 30, 1908, amount of sales, rents, etc., received during fiscal year 144.90 18, 337. 80 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 6, 619.32 July 1, 1908, balance unexpended ------------------------------- 11, 718. 48 July 1, 1908, outstanding liabilities ------------------------------- 806. 91 July 1, 1908, balance available ---------------------------------- 10, 911.57 Amount (estimated) required for completion of existing project -- 72, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908 (a) .----------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Trent River.-Distance from the mouth at Newbern to Pol- loksville, 18 miles; to lower Quaker bridge, 27 miles; to Trenton, 38 miles. Its original condition was a channel of 6 feet depth to Polloksville, and the stream was fairly clear to lower Quaker bridge, above which point it was badly obstructed. The original project of 1879 (see Annual Report of the Chief of Engineers for 1879, p. 711) was to secure 3 feet depth at low water to Trenton; extended in 1886 to obtain 8 feet depth through Foys flats; extended in 1889 to clear out obstructions to upper Quaker bridge, 40 miles above Trenton. The sum of $64,262.64 was ex- pended on this project and its modifications. In 1896 the project of 1879 was amended to provide for the main- tenance of a channel only 30 feet wide and 3 feet deep from Newbern to Trenton, at an annual estimated cost of $2,500. This was extended in 1902 to include dredging at Newbern to 8 feet depth at dead low water from harbor line to channel, at an estimated cost of $24,000 additional. The existing project, therefore, is to dredge to 8 feet dead low water at Newbern and maintain a channel 30 feet wide and 3 feet deep at low water to Trenton. In 1902 the improvement * See consolidated money statement on page 289. 238 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of this river was combined with that of the Neuse. This project has been completed. By joint resolution approved March 4, 1907, authority was given to expend such portion of the appropriation made in river and harbor act of March 2, 1907, as may be necessary for securing a channel 6 feet deep over Foys flats in the Trent River, about 4 miles above Newbern. This work has not yet been done. Amount expended on existing project up to June 30, 1908: For improvement --------------------------------- $23, 738. 61 For maintenance ---------------------------------- 15, 252.14 Total ---------------------------------------------- 38, 990. 75 The work of the year was for maintenance, and consisted in re- dredging where shoaling had occurred below Trenton, and snagging where required between Newbern and Trenton. It has been recently reported that a freshet has caused the shoals below Trenton to form again, and that more snagging is needed. The improvement above Trenton has been abandoned. Between Trenton and Newbern a 3-foot channel exists and the stream is in good condition. The maximum draft that can be carried June 30, 1908, to Trenton, 38 miles above the mouth, which is the head of navigation, is 3 feet. Near the mouth the water level varies about 3 feet under normal conditions, according to the prevailing winds. Long protracted easterly or westerly winds sometimes cause a variation of 7 or 8 feet. At Trenton the stream is subject to freshets of about 5 to 15 feet during the winter months. The commerce during 1907 amounted to 268,376 tons, valued at $12,065,478. It consisted principally of lumber, general merchandise, fertilizers, cotton, and other farm products. The effect of this improvement on freight rates is not known. References: Annual Reports, 1879, page 711; 1900, pages 268 and 1802; 1901, page 1545. The available balance will be applied to completion of the addi- tional work authorized by resolution of March 4, 1907, and the appro- priation asked for will be applied to maintenance of the improvement. July 1, 1907, balance unexpended ----------------------------- $12, 115. 85 June 30, 1908, amount received in refundment during fiscal year - 13. 10 12, 128. 95 June 30, 1908, amount expended during fiscal year for main- tenance of improvement ----------------------------------- 3, 520. 34 July 1, 1908, balance unexpended-----------------------------8, 608.61 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ---------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. a See consolidated money statement on page 289. BIVER AND HARBOR IMPROVEMENTS. 289 CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $30, 308. 75 June 30, 1908, amount received from sales, rent, and refundment during fiscal year ----------------------------------------- 158.00 30, 466. 75 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 10, 139.66 July 1, 1908, balance unexpended ---------------------------- 20, 327.09 July 1, 1908, outstanding liabilities ----------------------------- 806.91 July 1, 1908, balance available ------------------------------ 19, 520.18 Amount (estimated) required for completion of existing project .. 72, 500.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908--n 35, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 5.) 6. Inland waterway from Pamlico Sound to Beaufort Inlet, North Carolina.-Distance from the 10-foot mean low-water contour in Adams Creek (a tributary of the Neuse River) to the head of Adams Creek is about 4 miles; from the head of Adams Creek across the country to the head of Core Creek is about 4 miles; from the head of Core Creek to the mouth of Core Creek is about 4 miles; and the dis- tance from the mouth of Core Creek to the 10-foot depth at mean low water in the Newport River is about 3 miles; making the total dis- tance over which dredging will be required about 15 miles. At the time of the adoption of the existing project a low-water depth of about 5 feet could be carried from the 10-foot contour in Adams Creek to near its head; from the head of Adams Creek to the head of Core Creek is across dry land; from the head of Core Creek to its mouth the creek is practically bare at low water, and from the mouth of Core Creek to the 10-foot contour in Newport River the low-water depth will average about 6 feet. The present and only project, adopted by act of Congress approved March 2, 1907, contemplates securing, by dredging, a channel 10 feet deep at low water from Pamlico Sound to Beaufort Inlet via Adams and Core creeks, said channel to have a minimum bottom width of 90 feet through dry land with side slopes of 1 to 21 and minimum bottom width of 125 feet with side slopes of 1 to 3 through the creek and river portions, at an estimated cost of $550,000. Amount expended on project for improvement to June 30, 1908, $11,746.90. The work of the year consisted of surveying to definitely locate the route for the proposed waterway, surveying tracts of land re- quired for right of way, preparing abstracts and examining titles of same, and preparation of specifications for advertising work. The work was advertised on June 25, and proposals are to be opened July 27, 1908. The river and harbor act of March 2, 1907, authorized continuing contracts for completing the project in the sum of $350,000, of which $180,000 is yet to be appropriated. 57101-ENG 1908- 19 290 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The appropriation recommended will be applied toward completion of the project for extension of benefits. References: Pages 1393 and 1394, Report of the Chief of Engineers for 1904, and House Document No. 84, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended .--------------------------- $199, 075.09 Amount refunded during fiscal year .------------- .08 Amount appropriated by sundry civil act approved May 27, 1908-- 170, 000.00 369, 075.17 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 10, 821. 99 July 1, 1908, balance unexpended----------------------------358, 253.18 July 1, 1908, outstanding liabilities ------------------------------ 93. 68 July 1, 1908, balance available------------------------------358, 159.50 Amount (estimated) required for completion of existing project__ 180, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ----- -------------------------- 180, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix M 6.) 7. Waterway between Newbern and Beaufort, N. C. (via Neuse River, Clubfoot Creek, Clubfoot and Harlowe Canal (private), Har- lowe Creek, and Newport River).-Distances: Newbern to Clubfoot Creek, 20 miles; thence to Clubfoot and Harlowe Canal, 6 miles; thence to Harlowe Creek, 3.2 miles; thence to Newport River, 31 miles; thence to Beaufort, 7 miles. The first appropriation for this work was made by the river and harbor act of 1882, which provided that $5,000 from the appropria- tion for Neuse River and a like sum from the appropriation for Beau- fort Harbor should be " applied to the improvement of the line of inland navigation from Newbern to Beaufort Harbor." No estimate or project for said improvement had at that time been made, but in October, 1883 (Annual Report of the Chief of Engi- neers for 1884, p. 1067), an estimate was prepared which contem- plated a channel 80 feet wide and 9 feet deep, at an estimated cost of $883,580, exclusive of the cost of a tide lock and of the canal com- pany's franchise and property. The available funds being totally inadequate for this improvement, the project adopted in 1884 for the expenditure of said funds con- templated a channel 30 feet wide and 5 feet deep at mean low water, the estimated cost being $92,000. This project of 1884 constitutes the existing project. All work of imnprovement has been confined to the natural channels in Clubfoot and Harlowe creeks and Newport River. Amount expended on existing project to June 30, 1908: For improvement ------------------------------------- $29,739.84 For maintenance --------------------------------------- 6,537.77 Total ---------------------------------------------- 36, 277.61 RIVER AND HARBOR IMPROVEMENTS. 291 The expenditures for the year were for clearing obstructions from the channels of Clubfoot and Harlowe creeks, and for the part pur- chase of plant for use in this and other improvements. The governing depth in Harlowe Creek was increased several years ago to the project depth of 5 feet, but for lack of maintenance had decreased to about 1 foot in 1905. During the fiscal year 1907 the shoal at the mouth of the creek was redredged to the project depth, but another shoal of less consequence was left inside the creek. The channel in Clubfoot Creek had never been dredged until the fiscal year 1906. Some snagging, etc., had been done in both creeks, but no work in the canal connecting the two creeks has ever been done by the Government, since said canal is owned by a corporation. The dredged cut at the mouth of Harlowe Creek has deteriorated considerably since its completion, but on account of the dredging done in Clubfoot Creek during the fiscal year 1906 and in 1907 those por- tions of the waterway under improvement are, on the whole, in better condition now than ever before, although there are many complaints of logs, etc., obstructing the private canal. The controlling depth at mean low water is now from 2 to 2 feet, the shoalest place being near the mouth of Harlowe Creek; but at high water about 4 feet can be carried, shoalest water being in the canal. It is proposed to apply the available balance to maintenance. An additional appropriation of $1,000 is recommended for the maintenance of this waterway until the inland waterway, Pamlico Sound to Beaufort Inlet, is completed, after which the present route via Clubfoot and Harlowe Canal will not be required. The commerce for the year ending December 31, 1907, amounted to 28,530 tons, valued at approximately $1,748,755, and consisted prin- cipally of cotton, cotton seed, fish, oysters, clams, timber, lumber, fer- tilizers, and general merchandise. References: Annual Reports, 1884, page 106; 1890, page 1130, and 1896, page 113. July 1, 1907, balance unexpended ----------------------------- $2,031.60 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------- 1, 309.21 July 1, 1908, balance unexpended ---------------------------------- 722.39 Amount (estimated) required for completion of existing project ... 55, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908_-------------------------------------- 1, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 7.) 8. Harborat Beaufort, N. C.-When improvement (begun in 1836) was resumed in 1881, the erosion at Fort Macon and Shackelford points was causing serious deterioration of the inside channels and threatening deterioration of the bar channel. The governing low- water depth is said to have been 15 feet on the bar and 2 feet at Beaufort, N. C. 292 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original project is that of 1881, to stop erosion at the inlet (Fort Macon and Shackelford points) by jetties and to provide a channel 200 feet wide and 9 feet deep at ordinary low tide to Beau- fort, and a channel 100 feet wide and 6 feet deep from Beaufort to the 6-foot contour of the channel leading up North River, estimated to cost $82,103.38, increased in 1885 to $159,000, when the project was modified by reducing the channel to Beaufort to 100 feet and its depth to 5 feet at mean low water and eliminating the channel east from Beaufort. In 1887 the estimate for the above work was further increased to $163,000. The project was again modified in 1890, the project depth of the bulkhead channel being increased to 7 feet. The project as modified was completed. The amount expended under the original project as modified was $148,843. To the above amount should be added $5,000, appropriated July 4, 1836, making the total cost up to the completion of the origi- nal project $153,843. The existing project of 1896 includes the maintenance of jetties and sand fences at Fort Macon and Shackelford points and the main- tenance of the 7-foot channel across Bulkhead Shoal and thence to the wharves at Beaufort. The object of the jetties and sand fences is to protect the land on the opposite sides of the inlet, thus prevent- ing the inlet from shifting and deteriorating. The river and harbor act of March 2, 1907, authorized a sufficient amount of the appropria- tion made therein to be applied to repairing existing jetties at Fort Macon Point and constructing additional jetties and shore protection. The amount expended on present project for maintenance to June 30, 1908, was $20,449.53. The expenditures of the year were for the part removal of the re- mains of the inner or western spur jetty at Fort Macon Point, which was flanked in December, 1906, and the completion of four other jetties at Fort Macon Point with stone removed from the old jetty; the repair of sand fences at Fort Macon Point, repair of plant pre- liminary to resuming work of maintenance, and making a survey of the harbor. It is proposed to expend the available balance and the appropria- tion recommended in redredging channels in front of Beaiifort and across Bulkhead Shoal, maintaining said fences at Fort Macon and Shackelford points, and possibly in repairing and building rock jet- ties at Fort Macon and Shackelford points. A draft of 4 feet can now be carried across Bulkhead Shoal, and 7 feet can be carried from there to the wharves at Beaufort at mean low water. The tide rises 2 feet at Beaufort and 3 feet at the inlet. The commerce for the year 1907 amounted to 49,261 tons, valued at approximately $2,421,556.50. The maintenance of this channel tends to prevent the rise in freight rates by allowing the larger vessels to reach the wharves at Beanfort. References: Annual Reports, 1881, page 1013; 1893, page 1457; 1896, page 1115; 1899, page 1498. RIVER AND HARBOR IMPROVEMENTS. 293 July 1, 1907, balance unexpended ------------------------------ $21, 256.81 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 7, 199.34 July 1, 1908, balance unexpended ------------------------------- 14, 057.47 July 1, 1908, outstanding liabilities------------------------------- 1, 007.38 July 1, 1908, balance available--------------------------------- 13, 050.09 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the balance unexpended July 1, 1908 ------------------------------------- 5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 8.) 9. Beaufort Inlet, North Carolina.-When improvement began in September, 1905, there was a minimum depth on the bar of approxi- mately 12 feet at mean low water. The original project, which is also the existing project, is printed on page 1415 of the Annual Report of the Chief of Engineers for 1904 and was adopted by Congress in 1905. It contemplates a chan- nel 300 feet wide, 20 feet deep at mean low water, ecross the bar, to be obtained by dredging, at an estimated cost of $45,000. Amount expended on existing project to June 30, 1908: For improvement --------------------------------- $44, 484.24 For maintenance ------------------------------------ 312.69 Total --------------------------------------------------- 44, 796.93 The work to date has consisted of the necessary surveys, etc., and the dredging of 426,630 cubic yards of material from the bar channel in 1906 and 1907. The result of this work was an increase of the minimum depth on the bar from 10.8 feet at mean low water when work began to about 20 feet on June 30, 1907, the minimum width of the 20-foot channel being about 200 feet. This channel has dete- riorated during the past year, due to lack of funds for maintenance, the minimum mean low-water depth on June 30, 1908, being only 16.5 feet. About 65 per cent of the project is completed. There was no work done during this fiscal year. It is proposed to apply the available balance and the appropriation recommended to the work of maintenance. During the past year shoaling has amounted to about 100,000 cubic yards, the cost of removal of which will be about $10,000. The commerce for the calendar year 1907 amounted to 15,869 tons, valued at $427,540. The effect of this improvement will be to lessen freight rates by af- fording water transportation for products which have hitherto been dependent entirely upon railroads. This work is designed to provide a deep-water outlet to the ocean for the inland waterway, Pamlico Sound to Beaufort Inlet, North Carolina. References: Annual Reports, 1881, page 1009; 1890, page 1118; 1896, page 1103. 294 REPORT OF THE CHIEF OF ENGINEERSv U. S. ARMY. July 1, 1907, balance unexpended --------------------------------- $5, 515. 76 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 312.69 July 1, 1908, balance unexpended ---------------------------------- . 5, 203.07 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- 15,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 9.) 10. New River, North Carolina, including inland waterways be- tween Beaufort Harbor and New River and between New River and Swansboro.-The act of March 2, 1907, combined these three im- provements under this new heading. (a) New River.-Appropriations amounting to $50,000 were made for the river in 1836, 1837, and 1838, after which no further appro- priations were made until 1882, when $5,000 was appropriated. Another appropriation of $5,000 was made in 1884; but since these amounts were considered too small to justify undertaking the im- provements, no work was done until 1886, when still another appro- priation, of $10,000, was made. When improvement began in 1886, the governing low-water depth was 4 feet for a distance of 23 miles to Jacksonville, and the channel included two circuitous parts around Wrights Island and Cedar Bush Marsh. The original project of 1886 was to dredge a cut 4 feet deep and 100 feet wide through Wrights Island and a second cut 4 feet deep and 150 feet wide through Cedar Bush Marsh. Both were com- pleted, but the Cedar Bush Marsh cut deteriorated at the upper end and was abandoned, and the project of June 18, 1894, to obtain 4 feet depth around Cedar Bush Marsh by dredging and an experimental timber training wall was adopted and successfully carried out. The additional work required is for maintenance. The act of March 3, 1905, authorized, the balance from the project of 1894 to be expended in rebuilding the dike hitherto constructed. This was done, and the dike is now permanent. Amount expended since civil war on previous projects ------------- $20, 442.35 Amount expended on present project of 1894 (as amended to date) up to June 30, 1908: For improvement ------------------------------------------- 9, 186.39 For maintenance (including rebuilding dike) ------- ----------- 3407. 3, 81 Total --------------------------------------------------- 33, 036.55 The expenditures during the year were for office expenses. It is proposed to apply the existing balance and the appropriation recommended to maintenance. The project depth of 4 feet has twice been obtained and twice lost through lack of maintenance. The project depth now exists, although the channel is quite narrow near the head of the marshes. The tidal range at the inlet is about 3 feet and at the head of the marshes about 1 foot. The head of navigation for all practical purposes is Tar Landing, 3 miles above Jacksonville and 26 miles from the mouth of the river, to which .a present depth of 4 feet can be carried. The RIVER AND HARBOR IMPROVEMVIENTS. 295 depth on the bar at the mouth of the river is now 4 feet, but varies from time to time. The commerce for 1907 amounted to 24,803 tons, valued at approx- imately $477,278. It consisted principally of timber, fish, cotton, cot- ton seed, and general merchandise. In its present condition this stream probably has very little effect on freight rates in general, but it affords transportation for products which would otherwise have no means of transportation except by wagon. If the bar and channel were sufficiently improved to justify a line of steam vessels between Wilmington and Jacksonville, freight could probably be carried to the latter point much more cheaply than at present. References: Annual Reports, 1882, page 1117; 1886, page 992; 1891, page 1380; 1899, page 1501, and 1907, page 277. July 1, 1907, balance unexpended ----------------------------- $1, 998. 05 June 30, 1908, amount expended during fiscal year for maintenance of improvement---------------------------------------------- 34. 50 July 1, 1908, balance unexpended.----- ----------------------- 1, 963.55 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Waterway between New River and Swansboro, N. C.-This waterway is a part of the waterway between Beaufort Harbor and New River (see pp. 1124-1127, Annual Report of the Chief of Engineers for 1889), but in 1890 two separate appropriations were made-one for the " Inland waterway between Beaufort Harbor and New River " and the other for the " Waterway between New River and Swansboro," and hence separate reports are made for the two improvements, although one embraces the other. This waterway is about 22 miles long and originally consisted of tortuous tidal channels winding through the marine marsh, which ex- tends from Swansboro to New River, between the mainland on the one side and the barrier beach or " banks " (which separates it from the ocean) on the other. In the vicinity of the four inlets communicating with the ocean the width of the waterway was several hundred feet and its depth from 12 to 15 feet, while between them its width dimin- ished to about 12 feet in places and its depth to 6 inches at ordinary low water. The original and existing project, adopted in 1889, is to enlarge the waterway by dredging to a minimum width of 40 feet and minimum depth of 3 to 4 feet at mean high water, at an estimated total cost of $43,000. Until June 13, 1906, no work except a survey made in April and May, 1901, had ever been done on this waterway, for the reason that an act of the general assembly of North Carolina, ratified February 13, 1889, had incorporated the Wrightsville and Onslow Navigation Company with the exclusive right to navigate said waterway, as set forth in House Executive Document No. 26, Fifty-second Congress, * See consolidated money statement on page 298. 296 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. first session (p. 1147 of the Annual Report of the Chief of Engineers for 1892). On February 6, 1905, however, a paper was obtained from the two survivors of the four parties named in the charter of said Wrightsville and Onslow .Tavigation Company, in which paper it was declared that the privileges and franchises granted in said charter had never been exercised and that said privileges and franchises had "to all intents and purposes been surrendered and abandoned." All obstacles in the way of Government improvement having been thus removed, work was begun as soon as plant for the purpose could be spared from other more pressing work. Amount expended on existing project up to June 30, 1908: For improvement ------------------------------------- $17, 172.86 For maintenance ----------------------------------------- 500.00 Total --------------------------------------------- 17, 672. 86 The expenditures for the year were $12,672.86, of which.. amount $12,172.86 was for improvement, by dredging, at the " Opening," " Standback," and Sand shoal, extending the 3.5 feet mean high- water depth westward to New River; and the remaining $500 was for maintenance of dredged cuts at " Standback" and Sand shoals, dredged during fiscal years 1906-7. At present the project depth exists through the entire waterway, and the project width exists from the eastern end of Sand shoal, 16 miles from Swansboro, to New River; but there are several places between Swansboro and Sand shoal where the project width does not exist. About 75 per cent of the project is completed. It is proposed to apply the available balance and the additional appropriation recommended to the maintenance of the present dredged cuts and in obtaining the project width between Swansboro and Sand shoal. The rise and fall of the tide varies from 2.2 to 4 feet in the neigh- borhood of the inlets to about 1 foot at the points most distant from the inlets. The commerce of 1907 amounted to 5,644 tons, at an approximate value of $299,887. It consisted principally of cotton, fish, oysters, clams, and fertilizers. This can not be taken as an indication of the amount of commerce that will utilize the waterway now that the proposed improvement has been made, for the difficulty and delay incident to navigation were formerly so great that commerce naturally sought other routes. The improvement of this waterway will probably have no direct effect upon freight rates, but it will afford means of transportation for large quantities of timber, lumber, and miscellaneous products that now have no outlet except by wagon or by the smallest draft boats. References: For description of this waterway see Annual Reports for 1892, page 1146, and 1893, pages 1399 and 1400. RIVER AND HARBOR IMPROVEMENTS. 297 July 1, 1907, balance unexpended ------------------------------- $12, 000.00 June 30, 1908, amount of rents and refundments received during fiscal year ---------------------------------------------------- 875. 00 12, 875. 00 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $12,172. 86 For maintenance of improvement ----------------- 500. 00 12, 672. 86 July 1, 1908, balance unexpended --------------------------------- 202.14 July 1, 1908, outstanding liabilities ------------------------------- 54.93 July 1, 1908, balance available ---------------------------------- 147.21 Amount (estimated) required for completion of existing project_- 26, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 (a) .----------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Waterway between Beaufort Harbor and New River (i. e., portion between Beaufort and Swansboro).-Distance from Beaufort to Swansboro, 30 miles, with access at Swansboro to the Atlantic Ocean through Bogue Inlet. When improvement began in 1886, the governing low-water depth was 18 inches to Swansboro. The original project is that of 1885, to provide a channel 100 feet wide and 3 feet deep at ordinary low water between Beaufort Harbor and Swansboro, estimated to cost $6,000. This estimate was in- creased in 1887 to $50,000 and again increased in 1892 to $71,040. No project was adopted originally for the part beyond Swansboro, but in 1889 a separate project for a channel 40 feet wide by 3 or 4 feet deep over this portion of the waterway was adopted, the esti- mated cost being $43,000. The act of 1890 made a separate appro- priation of $5,000 for this portion of the route, designating it as the " Waterway between New River and Swansboro." (See pp. 1376- 1378, Annual Report of the Chief of Engineers for 1891.) The project is about 85 per cent completed. The amount expended on present project to June 30, 1908, for improvement, is $511832.36. No work was done during the fiscal year, the expenditures being for part purchase of plant and collecting commercial statistics. At the close of the fiscal year 1907 the project depth of 3 feet pre- vailed throughout the entire length of 30 miles between Beaufort Harbor and Swansboro, the dredged channel being 100 feet wide (project width) through one shoal 980 feet long, 60 feet wide through six shoals aggregating 24,696 feet in length, and 40 feet wide through another shoal 874 feet long. It is reported that no shoaling of any consequence has taken place in the past year, and hence the above conditions may be taken as the conditions prevailing June 30, 1908. The tide at Beaufort Inlet at the eastern end of this waterway and at Bogue Inlet (the western end of the portion improved under appropriations for waterway between Beaufort Harbor and New SSee consolidated money statement on page 298. 298 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. River) has a range of about 3- feet. Where the tides meet in Bogue Sound the range is only about 1 foot. The commerce during the calendar year 1907 amounted to 29,174 tons, valued at $1,156,164.. The commerce consisted chiefly of lumber, shingles, etc., fish, oysters and clams, rosin and turpentine, miscella- neous farm products, fertilizers, and general merchandise. It is proposed to use the balance of funds remaining unexpended and the appropriation recommended in maintenance and in increas- ing the width of the dredged cuts to the project width of 100 feet. References: Annual Report, 1885, page 1133; 1891, page 1378; 1892, page 1141; 1893, page 1397; 1894, page 1034; 1896, page 1117; 1897, page 1398. July 1, 1907, balance unexpended ---------------------------- $5, 017.64 June 30, 1908, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 850.00 July 1, 1908, balance unexpended ----------------------------- 4, 4167. 64 Amount (estimated) required for completion of existing project.. 16, 040. 00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908_ ------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $19, 015. 69 June 30, 1908, amount of rent and refundments received during fiscal year ----------- ----------------------------------------- 875.00 19, 890. 69 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $12, 172.86 For maintenance of improvement ---------------- 1, 384.50 13, 557.36 July 1, 1908, balance unexpended ----------------------------- 6, 333. 33 July 1, 1908, outstanding liabilities ------------------------------ 54.93 July 1, 1908, balance available --------------------------------.. 6, 278.40 Amount (estimated) required for completion of existing project .. 42, 040. 00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908------------------30, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 10.) 11. Northeast and Black rivers, and Cape Fear River above Wil- mington, N. C.-(a) Northeast River.-Distance from mouth to Ban- nerman's bridge, 48 miles; to Hallsville, 88 miles; to Kornegay's bridge, the head of navigation, 103 miles. The original condition when improvement began was a channel badly obstructed by logs, snags, and overhanging trees. The river was navigable to Bannerman's bridge, with governing low-water depth of 6 feet. * See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 2299 The original project of 1889 is still in force and includes the clear- ing of the natural channel for small steamers to Hallsville and for pole boats to Kornegay's bridge at an estimated cost of $30,000. Additional work proposed is for maintenance only. Work on the project is 60 per cent completed. Amount expended on present project up to June 30, 1908: For improvement ----------------------------------------- $10, 687.96 For maintenance ------------------------------------------- 10, 031.75 Total --------------------------------------------------- 20, 719.71 There was no work done during the year. As the result of the expenditures to date the channel has been kept cleared, except when funds were too low and when it has been im- practicable on account of low water or for other causes for the plant to work. Six feet of water can be carried to Bannerman's bridge and 3 feet to Croom's bridge during all stages of the water. From Croom's bridge to Kornegay's bridge, the head of navigation, the river is so shallow that navigation is practicable only when the water is up. This is liable to occur at any time, but during the sum- mer low stages usually prevail. There is a tidal range of about 2 feet at the mouth of this stream, which decreases to nothing at or a short distance above Bannerman's bridge. The upper portion is subject to freshets of from 8 to 12 feet. The channel is at present badly obstructed by snags, etc., above the sixty-eighth milepost and is partially obstructed below that point. The commerce for 1907 amounted to 106,604 tons, estimated at approximately $1,605,565. It consisted principally of timber, naval stores, fertilizers, general merchandise, cotton, and miscellaneous farm products. The commerce is handled on a few boats that make some attempt at regular trips and on a large number of rafts, flats, etc. Hence it is impossible to estimate the commerce with much accuracy. References: Annual Reports, 1885, page 1123; 1890, page 1181; 1895, page 1389; 1896, page 1122, and 1907, page 282. A present draft of 6 feet can be carried 48 miles to Bannerman's bridge, and 3 feet to Croom's bridge, 8 miles above, at lowest stages; from Croom's bridge, 47 miles to Kornegay's bridge, the stream is navigable only for small boats and rafts for about eight months dur- ing the year. The minimum low-water depth to Bannerman's bridge is 6 feet; to Croom's bridge, 3 feet; to Hallsville, 0.5 foot; to Kornegay's bridge (the head of navigation), 0.1 foot. With the available balance it is proposed to maintain the natural channel to Hallsville. The additional appropriation recommended is for maintenance. July 1, 1907, balance unexpended ------------------------------- $3, 023. 62 July 1, 1908, balance unexpended ------------------------------ 3, 023.62 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. * See consolidated money statement on page 302. 300 REPORT- OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Black River.-The original condition when improvement began was a natural channel cleared fairly to Point Caswell and roughly to Lisbon, with governing low-water depths of 4 feet to Point Caswell, 2.5 feet to Haws Narrows, and 1.5 feet to Lisbon. The original project of 1885 included clearing the natural channel and banks to Lisbon and the cutting off of a few sharp points at bends. It was amended in May, 1893, by omitting that part of the river above Clear Run, and, as amended, was completed September 20, 1895. The existing project of 1894 is to maintain the natural channel to Clear Run, at an estimated cost of $2,000 per annum. Amount expended to June 30, 1908: On previous project mentioned above -------------------- $12, 358. 40 On present project, for maintenance ----------------------- 9, 206.17 Total --- ---------------------------------------- 21, 564.57 There was no work done during the year. The result obtained by the expenditures to date has been a cleared channel whenever funds were available, permitting navigation to Point Caswell, 24 miles above the mouth, at all stages, and to Clear Run, 66 miles above the mouth, at stages of 1.5 feet or higher above low water, the governing low-water depths at present being 5 feet to Point Caswell, 2.5 feet to Haws Narrows, 32 miles above the mouth, and 1.5 feet to Clear Run. There is no steamboat navigation above Clear Run. Lisbon, 74 miles from the mouth, is the head of naviga- tion. The low-water stages prevail usually from May to August, inclusive; during the rest of the year the stage is about 5 to 8 feet higher, but the periods of high and low water are by no means the same every year. No further work, excepting maintenance, is now proposed. A number of obstructions are reported. It is proposed to expend the available balance for maintenance of the natural channel up as far as Clear Run, and the appropriation recommended is for further maintenance as required. The commerce during 1907 amounted to 47,205 tons; estimated value, $1,026,294. It consisted principally of timber, general mer- chandise, naval stores, fertilizers, cotton, and other farm products. The commerce is handled on a few boats, which make some attempt at regularity, and on a large number of rafts, flats, etc., whose trips are altogether irregular. Hence it is impossible to get the commercial statistics with even fair accuracy. References: For history, see Annual Report for 1896, page 1125 For report on examination, see Annual Report for 1907, page 281. July 1, 1907, balance unexpended --------- -------------------- $3, 178. 77 July 1, 1908, balance unexpended ----- ------------------------- 3, 178. 77 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the balance unexpended July 1, 1908 ------------------------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Cape Fear River above Wilmington, N. C.-The original con- dition when work began was a channel badly obstructed above Kellys * See consolidated money statement on page 302. RIVER AND HARBOR IMPROVEMENTS. 301 Cove by logs, snags, etc., and with governing low-water depths of 4 feet to Kellys Cove and 1 foot to Fayetteville. The original project of January 26, 1881, was to clear the river to Fayetteville and obtain a continuous channel by jettying and dredg- ing, estimated in July, 1893, to cost $275,000 for a channel 4 feet deep to Elizabethtown, and 3 feet deep to Fayetteville. It is about 30 per cent completed. The existing project, adopted by act of June 13, 1902, is to obtain, by canalizing, a low-water depth of 8 feet to Fayetteville, at an esti- mated cost of $1,350,000. In consequence of this new project the former project has been abandoned, excepting for the maintenance of the natural channel, pending the construction of locks and dams. Amount expended on project of 1881 to June 30, 1908: For improvement ---------------------------------------- $134, 436. 96 For maintenance ------------------------------------------- 16, 855.81 Total -------------------------------------------------- 151, 292. 77 Amount expended on project of 1902 to June 30, 1908: For improvement_ -- ----------- 14, 473.89 Total ------------------------------------------------- 165, 766. 66 There was no work done during the year. The money expended was for inspection, part purchase of office supplies, and for expenses incurred in collecting commercial statistics. The additional appropriation asked for will be devoted to continu- ing the work of maintenance by open-channel work. At present the low-water depths are 8 feet to Kings Bluff, 38 miles ab)ove Wilmington; 21 feet to Elizabethtown, 73 miles above Wil- mington, and 2 feet to Fayetteville, 115 miles above Wilmington. Fayetteville is the head of navigation. Low-water stages prevail from two to four months during each summer, and freshets, which raise the water level from 15 to 50 feet at Fayetteville (the effects lower down being less marked), usually occur as often as once a month during the rest of the year. They do not occur with any regularity, however. The commerce for 1907 was estimated at 139,059 tons, estimated to be worth $4,040,217. Locks and dams.-The act of June 13, 1902, appropriated $50,000 for the purchase of sites for locks and dams. A careful survey, con- suming more than eleven months' time, was made for the purpose of locating the sites. This survey has been completed, the sites tenta- tively located, a number of borings made at each site, the locations approved, and prices obtained on all the lands necessary. Abstracts of the titles have been made and turned over to the United States district attorney for examination. The titles to the land needed at lower site have been approved, and the land purchased. Owing to the fact that Congress has directed a reexamination of this river, with a view to a possible modification of the project, the purchase of the other land has been delayed, as its purchase may not be required. No estimate is submitted for further work on the existing project for locks and dams, pending action by Congress on the modified plan for this improvement contained in House Document No. 890, Sixtieth Congress, first session, which is based on the reexamination authorized by the river and harbor act of March 2, 1907. 302 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures to June 30, 1908, on said project for surveys, other preliminaries, and purchasing land at lower site, amounted to $14,473.89. The expenditures for the year were for inspection and office expenses. References: Annual Reports for 1872, page 742; 1881, page 1018; 1901, page 1559, and 1904, page 1493. July 1, 1907, balance unexpended--------------------------------$7, 520. 89 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 149. 33 July 1, 1908, balance unexpended --------------------------------- 7, 371. 56 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908--------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------ b $13, 723. 28 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- _ 149. 33 July 1, 1908, balance unexpended -------------------------------- 13, 573. 95 A'mount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ice unexpended July 1, 1908 . . ..----------------------- 12, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CAPE FEAR RIVER ABOVE WILMINGTON, N. C., LOCKS AND DAMS. July 1, 1907. balance unexpended ------------------------------ $35, 899. 17 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 373.06 July 1, 1908, balance unexpended ------------------------------- 35, 526.11 Amount (estimated) required for completion of existing project- 1, 300, 000. 00 (See Appendix M 11.) 12. Cape Fear River, North Carolina,at and below Wilmington.- The condition of the river prior to the opening of New Inlet (which seems to have occurred during an equinoctial storm in 1761) is rather uncertain, but old maps indicate that there was a low-water depth of 14 feet across the bar at the mouth, the least depth between Wil- mington and the mouth being 7.5 feet. There is also some uncer- tainty as to the conditions in 1829, when the improvement was first undertaken by the United States, but the most reliable information is that there was then about 7 to 7.5 feet at low water in the river, about 9 feet in Baldhead channel, 9 feet in the Rip channel, and 10 feet at New Inlet. Work on the bar was first begun in 1853, at which time the bar depths at low water were 7.5 feet in Baldhead channel, 7 feet in Rip channel, and 8 feet at New Inlet, the governing low-water depths in the river having been increased to 9 feet. The original project of 1827 was to deepen by jetties the channel through the shoals in the 8 miles next below Wilmington. This project resulted in a gain of 2 feet available depth. The project of 1853 was to straighten and deepen the bar channel by dredging, jetty- a See consolidated money statement on this page. b Erroneously stated as $13,723.58 in printed report for 1907. RIVER AND HARBOR IMPROVEMENTS. 303 ing, diverting flow from the New Inlet, and closing breaches in Zekes Island. This project was incomplete when the civil war began. After the civil war the first project was that of 1870, to deepen the bar channel by closing breaches between Smiths and Zekes islands, with the ultimate closure of New Inlet in view. The project of 1873 included that of 1870, and in addition the dredging of the bar chan- nel and closing of New Inlet. The project of 1874 was to obtain by dredging a channel 100 feet wide and 12 feet deep at low water up to Wilmington. The project of 1881 was to obtain by dredging a chan- nel 270 feet wide and 16 feet deep at low water up to Wilmington. These projects had been practically completed in 1889. The project adopted September 19, 1890 (see Annual Report of the Chief of Engineers for 1889, p. 1132), is to obtain a mean low-water depth of 20 feet and a width of 270 feet from Wilmington to the ocean, at an estimated cost of $1,800,000. This project was modified by act of June 13, 1902, to authorize the construction of mooring dolphins at Wilmington at a cost of $30,000, and to provide for the removal of obstructions at mouth of Brunswick River, at an esti- mated cost of $1,000. The project was modified by the river and harbor act of March 2, 1907, which provides for continuing improve- ment in accordance with report submitted in House Document No. 545, Fifty-ninth Congress, first session, for completion of the 20-foot project to the projected width, by dredging and the excavation of a mooring basin in lieu of constructing mooring dolphins at Wilming- ton, involving a reduction in the estimate of cost to $1,392,750, in- cluding removal of obstructions at mouth of Brunswick River. The act also authorized improvement to such depth in excess of 20 feet as appropriations for the work may permit, due regard being given to the difference in tidal oscillation at the upper and lower portions of the improvement, and authorizes so much as may be necessary of the funds available to be applied to repairing the New Inlet and Swash Defense dams. The cost of these repairs is estimated at $165,000. Annual maintenance is estimated to cost $65,000. The river and harbor act of March 2, 1907, appropriated the sum of $165,000 for improvement, and authorized an additional expendi- ture of $250,000, of which $100,000 is yet to be appropriated. No contracts for improvement have yet been made. EXPENDITURES. Prior to civil war (including balance transferred) --------------- $363, 228. 92 Since civil war on prior projects ------------------------------ 2,102, 271. 93 On existing project to June 30, 1908: For improvement -------------------------- $1, 227, 932.98 For maintenance ---------------------------- 387, 729.45 1, 615, 662.43 Total------------------------------------------------ _ 4, 081, 163.28 On September 17, 1906, a storm of extreme violence very materially injured Swash Defense and New Inlet dams throughout their entire length and wholly destroyed Swash Defense dam in several places. The total results obtained on the project up to the end of the fiscal year may be summarized as follows: At the ocean bar a 20-foot mean low-water channel exists from deep water outside to deep water inside, the width being 300 feet. From the ocean bar to Keg Island, 20 miles above, there is a 20-foot mean low-water channel, with a least width of 259 feet, and in addi- 804 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tion the channel at old Brunswick Cove shoal has been dug to a depth of 22 feet for a width of 74 feet, and a channel of the same width and depth has been dug through a portion of Lilliput shoal. From Keg Island to Wilmington, 30 miles from the ocean, there is a 20-foot mean low-water channel with a minimum width of 259 feet, and a 22 to 24 foot mean low-water channel, with a least width of 148 feet. The average rise of the tides is 4 feet at the ocean bar, 3J feet at Keg Island, and 2 feet at Wilmington. The distance from the ocean bar to Wilmington is 30 miles, and the river is navigable 115 miles farther up to Fayetteville, the head of navigation. The additional work proposed with funds on hand and the addi- tional sum requested is toward the prosecution of the existing project and maintenance during the progress of the improvement. The commerce of the year 1907 amounted to 870,556 tons, valued at $50,890,793. The commerce consisted principally of cotton, cotton-seed meal, naval stores, manufactured lumber, shingles, fertilizers, fertilizer material, coal, gum logs, cross ties, and general merchandise. The increase from 220,000 tons in 1869 is due to the improvement of the river. As a result of the improvement, vessels coming to Wilmington are much larger than formerly, the average tonnage in 1886 being 421, while in 1907 the average was 1,166. This increase in tonnage has caused a corresponding decrease in freight rates on shipments by water. References: For special descriptions, see Annual Reports of the Chief of Engineers for 1873, page 44; 1887, page 1047; 1895, page 1335; 1896, page 1131; 1901, page 1552, and 1907, page 287. July 1, 1907, balance unexpended --------------------------- $374, 896. 72 Amount appropriated by sundry civil act approved May 27, 1908__ 150, 000.00 Amount received from sales, etc., during year -------------------- 682. 08 525, 578. 80 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------- $195, 507. 50 For maintenance of improvement ---------------- 50, 000.00 245, 507.50 July 1, 1908, balance unexpended ---------------------------- 280, 071. 30 July 1, 1908, outstanding liabilities - - -- ---------------------- 40, 054.44 July 1, 1908, balance available------------------------------240,016.86 July 1, 1908, amount covered by uncompleted contracts ------------ 25, 685.91 Amount (estimated) required for completion of existing project--- a 250, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908 --------------- b500, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix M 12.) a This represents only the amount yet to be appropriated under the project adopted by the river and harbor act of March 2, 1907, for completion of the 20- foot channel and securing such additional depth as funds permit. b Of this amount, $100,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907. RIVER AND HARBOR IMPROVEMENTS. 305 13. Shallotte River, North Carolina.-Before improvement was begun the channel depth on the ocean bar was about 3 feet at low water and 7 feet at high water. From the bar to a point I miles above there is a 5-foot low-water channel; the next 1- miles was badly obstructed by mud flats and oyster rocks, over which there was about 1 foot depth at low water. From this point to the town of Shallotte, 8 miles farther up, the river was narrow and crooked and the low- water depth varied from 2 to 12 feet. Act of Congress approved March 2, 1907, appropriated $3,000 to be expended on this river. This appropriation not being based on any previous project, the project submitted to and approved by the Chief of Engineers for the expenditure of the funds available becomes the project. This project is to dredge a channel 35 feet wide and 4 feet deep at low water, following the best water along the western shore, between a point 21 miles above the inlet and a point 4 miles above the inlet. Active work of improvement began June 22, 1908. Amount expended on existing project to June 30, 1908, for im- provement was $156.83. The expenditures during the year were for improvement. The river is tidal, there being a rise and fall of tide of approxi- mately 3 feet at the town of Shallotte, which is the head of schooner navigation. It is proposed to expend the funds available, as outlined in the present project. The commerce for the year 1907 amounted to 9,180 tons, valued at approximately $516,872, and consisted principally of fertilizers, gen- eral merchandise, rosin, timber, etc. The effect of the proposed improvement on freight rates is not known, but the stream affords an outlet to products, which have no other outlet except by wagon. Reference: See Annual Report 1890, page 1184, and 1907, page 1252. July 1, 1907, balance unexpended - ------------ $2, 950.80 June 30, 1908S, amount expended during fiscal year for works of im- provement ------------------- 107.63 July 1, 1908, balance unexpended - 2, 843.17 July 1, 1908, outstanding liabilities .......- 1, 082. 31 July 1, 1908, balance available - -- _ 1, 760.86 (See Appendix M 13.) 14. Removing sunfken vessels or craft obstructing or endangering navigation.-An allotment of $100 was made from this appropriation on December 26, 1907, for removing two wrecks opposite the western end of the military reservation of Fort Caswell, N. C., near the mouth of the Cape Fear River, North Carolina. At the close of the fiscal year no work had been done. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They 57101-ENG 1908-20 306 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress, and printed in documents as indicated: 1. Preliminary examination of White Oak River, North Carolina, from its mouth to Maysville.-Report dated August 22, 1907, is printed in House Document No. 401, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 0. Preliminary examination with plan and estimate of cost of im- provement of waterway connecting Swan Quarter Bay with Deep Bay, North Carolina,with a vie'o to obtaining a depth of 6, 7, and 8 feet, respectively.-Reports dated August 22 and September 26, 1907, are printed in House Document No. 445, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $14,575 is presented. 3. Examination of Cape FearRiver above Wilmington, N. C., woith a view to modification of the existing project.-Report dated Febru- ary 14, 1908, is printed in House Document No. 890, Sixtieth Con- gress, first session. A modified plan for improvement at an estimated cost of $615,000 is presented. 4. Preliminary examination and survey of Shallowbag (Manteo) Bay, North Carolina.-Reportsdated August 21, 1907, and April 6, 1908, are printed in House Document No. 906, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $13,750 ispresented. 5. Preliminary examination and survey of South River, North Carolina,from its mouth to Aurora.-Reports dated August 28, 1907, and March 24, 1908, are printed in House Document No. 954, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $16,000 is presented. 6. Preliminary examination of Little River, South Carolina.-Re- port dated August 29, 1907, is printed in House Document No. 530, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for in the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. Trent River, from Newbern to Trenton, North Carolina. 2. New River, from its mouth to Jacksonville, North Carolina. 3. Beaufort Harbor, North Carolina, with a view to a channel depth of 25 feet across the bar. IMPROVEMENT OF RIVERS AND HARBORS IN THE CHARLESTON, SOUTH CAROLINA, DISTRICT. This district was in the charge of Capt. G. P. Howell, Corps of Engineers, to July 24, 1907, and of Capt. E. R. Stuart, Corps of Engineers, since that date. Division engineer, Lieut. Col. Dan C. Kingman, Corps of Engineers. 1. WTVaccamaw River, North Carolina and South Carolina, and Little Pedee River, South Carolina.-(a)WTaccamaw River.-JIn 1880 this stream was navigable for 12-foot-draft boats at all stages of water from Georgetown, 23 miles, to Bull Creek, and at high water 4 RIVER AND HARBOR IMPROVEMENTS. 807 miles farther, to Bucks lower mills; thence for 7-foot-draft boats, at high water, 22 miles farther, to Conway; thence it possessed an ob- structed channel for 3-foot-draft boats, at ordinary winter water, 68 miles, to Reeves Ferry; thence an obstructed channel, with 3 feet at high water, for 30 miles, to Lake Waccamaw. The project of improvement, adopted in 1880, provides for a chan- nel 12 feet deep at all stages of water, with 80 feet bottom width from the mouth of the river to Conway, thence a cleared channel to Lake Waccamnaw. The original estimated cost was $29,370, which was revised in 1885 and increased in the annual report of that year to the present figure, $138,400. In the Annual Report of the Chief of Engineers for 1886, page 170, maintenance is estimated at $4,000 per year after comple- tion of improvement. The total expenditure to June 30, 1908, was $141,208.29. The river had been cleared of snags to a distance of 128 miles above the mouth, and this portion of the river had been frequently resnagged as appro- priations permitted, 46,201 snags, etc., having been removed since June 30, 1884. Some work had been done toward increasing the original depth on eight shoals below Conway. As nearly as can be determined from the records, about $75,977.81 had been expended in originally snagging the lower 128 miles of the river and in construct- ing pile and plank dikes at eight shoals, and $35,435.11 in main- tenance. Dredging was begun in 1903, to obtain a 6-foot channel below Con- way and to straighten the river by cutting through the worst bends. The expenditure during the year was for continuing this work at Thoroughfare Cut-off; the total amount of material removed during the year was 21,066 cubic yards, and the aggregate to June 30, 1908, 115,769 cubic yards. The approved project is about 84 per cent completed. The available depths reported as now existing do not differ greatly from the original depths. At mean low water about 12 feet can be carried to Bucksville, 34 miles above the mouth; 6 feet to Conway, 50 miles; about 2 feet to Wortham's bridge, 97 miles. At high water large side-wheelers can go to Red Bluff, 74 miles, and small boats to Reeves Ferry, 117 miles. The usual variation in water level is about 7.5 feet at Conway, 50 miles above the mouth, and about 12 feet at Star Bluff, 84 miles above the mouth. The appropriation recommended will be applied to dredging and snagging the portions of the river as yet untouched. The tidal influence at low water extends 97 miles above the mouth. Commercial statistics. Year. Tons. Value. Year. Tons. Value. 1902..................... 141,686 $1,844,019 1905....................207,630 $2,665,917 1903..................... 143,813 1,884,7001906.................... 244,920 3,720,000 1904..................... 190,435 2,119,040 1907................... 295,135 4,o050,550 808 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The vessels engaged in traffic on this river are steamers and tug- boats of from 10 to 550 tons, seagoing schooners of from 300 to 500 tons, pole boa ts, rafts, etc. The additional work proposed is neces- sary to make the improvement available. No new line of transportation was established during the year. For references to examinations and surveys see page 246, Annual Report of the Chief of Engineers, 1904. It has been found impossible to obtain information concerning the effect of the improvement on freight rates. July 1, 1907, balance unexpended ------------------------------- $15, 432.22 June 30, 1908, amount expended during fiscal year for works of im- provement ------- _ 12, 940. 51 July 1, 1908, balance unexpended --------------------------------- 2491.71 2, July 1, 1908, outstanding liabilities 461.98 July 1, 1908, balance available-- 2, 029.73 Amount (estimated) required for completion of existing project - 28, 800. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Little Pedee River.-The river in its original condition was much obstructed by snags and overhanging trees and by 10 bridges without draws. In places it was divided into several branches, r none of which was there a good channel. Under the plan of improvement adopted in 1888 it is proposed to snag the river and close unnecessary branches, providing for steam- boat navigation up to the mouth of Lumber River, 65 miles, and for pole-boat navigation 48 miles farther, to Little Rock, at an estimated cost of $50,000. The total expenditures to June 30, 1908, were $25,053.01. The river had been well snagged up to the mouth of Lumber River and roughly cleared for pole-boat navigation to Little Rock. No work had been done toward increasing the original depths. As nearly as could be determined from the records, about $19,549.99 had been expended in originally snagging the river, and about $5,503.02 in maintenance. About 50 per cent of the project has been completed. There were no operations during the year. The aggregate number of obstructions removed since beginning of the improvement in 1888 is 31,718. The appropriation recommended will be applied to snagging por- tions of the river as yet untouched. The available depths now existing do not probably differ greatly from the original depths. No permanent improvement can be effected toward increasing the maximum draft over the shoals without con- siderable dredging, which was not provided for in the original proj- ect. The usual variation in water level at Gilchrist bridge, about 65.5 miles above the mouth, is about 9.5 feet. a See consolidated money statement on page 309. RIVER AND HARBOR IMPROVEMENTS. 309 Commercial statistics. Year. Tons. Value. " Year. Tons. Value. 1891......................... 4,614 $52,760 1900....................... 23,780 $173,500 1892......................... 7,115 92,964 1901........................ 51,460 399,000 1893......................... 6,153 101,535 1902 ....................... 57,050 416,000 1894......................... 8,375 114,600 1903........................ 77,750 E60,500 1895........................ 12,438 117,470 1904........................ 83,100 645,000 1896 ...................... 17,050 198,500 1905....................... 87,985 663,650 1897........................ 13,162 100,400 1906........................ 18,880 389,500 1898.......................11,900 105,750 1907... .................. 14,513 243,250 1899......................... 16,685 144,787 9 Vessels ply on the river as far as Gallivant's bridge, 47 miles above its mouth; the river is probably navigable at its mean low-water stage for boats with 3-foot draft as far as Gallivant's bridge. No new line of transportation was established during the year. The balance on hand will be spent in maintaining the channel. For outline map of river see page 1214, Annual Report of the Chief of Engineers for 1890. For preliminary examination and survey see page 1111, Annual Report of the Chief of Engineers for 1887. It has been found impossible to obtain information as to the effect of the improvement on freight rates. July 1, 1907, balance unexpended -------------------------------- $1, 646.99 July 1, 1908, balance unexpended -------------------------- , 1646.99 Amount (estimated) required for completion of existing project .. 23, 300. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908......... (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended - - ------------ $17, 079. 21 June 30, 1908, amount expended during fiscal year for works of improvement -- - -- ---- 12, 940. 51 July 1, 1908, balance unexpended ---------- -- 4,138. 70 July 1, 1908, outstanding liabilities 461.98 July 1, 1908, balance available ---------------------------------- 3, 676. 72 Amount (estimated) required for completion of existing project .. 52, 100. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908------------------------ 25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix N 1.) 2. Lynch River and Clark Creek, South Carolina.-Lynch River is a tributary of the Great Pedee River, into which it flows a few miles below Smiths Mills at a point about 65 miles above the mouth of the Great Pedee River. Shortly above this point a branch of Lynch River, known as Clark Creek, leaves it, and, flowing about a See consolidated money statement on this p)ge. 810 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7 miles, empties into the Great Pedee River about 101 miles below the mouth of Lynch River. The mouth of Lynch River was completely filled with drift coming in from the Great Pedee River, thus forcing all traffic to come down Clark Creek. Its upper end was also choked by this drift. The project of improvement adopted in 1888 provided for roughly clearing a channel in Clark Creek, to afford an outlet for Lynch River. The estimated cost was $7,500. The money was appropriated from 1888 to 1892, inclusive, and was expended in roughly clearing a channel 40 feet wide and 3 feet deep. As no further appropriations were made, the channel filled up and no permanent improvement was effected. The river and harbor act of March 2, 1907, appropriated $2,000 for improving Lynch River and Clark Creek by the removal of logs and snags. The adopted project provides for removing obstructions, as far as the funds will permit, to permit the passage of rafts through the lower end of Clark Creek through a small connecting stream be- tween Clark Creek and Lynch River, known as Lawrence Cut, and through Lynch River. Operations during the year consisted in snagging in Clark Creek and Lawrence Cut and clearing about 8 miles of channel. Commercial statistics. Year. Tons. Value. 1906 Outward freights, logs ...................................................... 3,552 $13,000 1907 Outward freights, logs ...................................................... 1,500 15,000 There is no other commerce on this stream. There is no navigation save by rafts. For map of Clark Creek, see page 1204, Annual Report of the Chief of Engineers, 1890. For reports of examinations of Lynch River, see Annual Reports of the Chief of Engineers for 1881, page 1038; 1893, page 1532, and 1900, page 1877. July 1, 1907, balance unexpended -------------------------------- $1, 855.42 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------------- 1, 225. 67 July 1, 1908, balance unexpended- -- -- ___---- 629. 75 (See Appendix N 2.) 3. Great Pedee River, South Carolina.-The river in its original condition was dangerously obstructed by logs everywhere. Boats drawing 9 feet of water were able to reach Smiths Mills, 52 miles above the mouth. Those drawing 3 feet could get 54 miles farther up at low water to Little Bluff, or at high water to Cheraw, 167 miles from the mouth. The project of improvement adopted in 1880 provides for a thor- oughly cleared 9-foot navigation to Smiths Mills and a 31-foot navi- gation to Cheraw at all stages of water. The original project contained no estimate of cost. From 1880 to 1886, inclusive, $47,000 was appropriated. In the Annual Report of the Chief of Engineers for 1886, page 170, it was estimated that RIVER AND HARBOR IMPROVEMENTS. 311 $70,000 in addition to this $47,000 would complete the improvement, and that $5,000 a year would be required for maintenance. A project for the improvement of the upper river (the 64 miles between Cheraw and the bridge of the Wilmington, Columbia and Augusta Railroad) was adopted in 1902. (See Annual Report of the Chief of Engineers for 1901, p. 1607.) This project provides for obtaining, by snagging and dredging, a cleared channel, with a least depth of 31 feet at mean low water, at a cost of $118,300; and the work was placed in the continuing-contract class. This total amount has been appropriated. The total expenditures to June 30, 1908, were $222,912.66. Of this amount the sum of 28 cents was received on account of refundment of overpayment. The river had been well cleared of snags from the mouth to the Wilmington, Columbia and Augusta Railroad bridge, 103 miles, and less thoroughly snagged between the bridge and Cheraw, 44,733 snags, etc., having been removed since June 30, 1884. As nearly as could be determined by the records, about $78,919.13 had been expended in originally clearing the river of snags and in preliminary examination and survey made in 1900, and about $49,319.69 in maintenance. The expenditures diring the year were for operation of dredge and snag boats, for prosecuting the improvement, and for maintenance in the removal of 191,238 cubic yards of dredged material and 3,815 obstructions. About 88 per cent of the approved project for the upper river has been completed up to June 30, 1908. The contemplated depth (3 feet) has been attained at eleven shoals on the upper portion of the river. The appropriation recommended will be applied to redredging and snagging for maintenance of the improvement. At mean low water 8 feet can be carried to Smiths Mills, 52 miles above the mouth; about 3 feet to the Wilmington, Columbia and Augusta Railroad bridge, 103 miles above, and about 2 feet to Cheraw, the head of navigation, 167 miles above. The usual variation in water level is 16.4 feet at Smiths Mills and 34.2 feet at Cheraw. Commercial statistics. Year. Tons. Value. Year. Tons. Value. 1891......................... 62,344 $1,367,330 1900 ........................ 154,727 $2,645,560 1892......................... 92,471 1,401,038 1901........................ 188,912 2,811,080 1893 ......................... 94,661 1,166,874 1002........................ 152,008 1,328,970 1891......................... 91,025 1,169,070 1903 ........................ 153 014 1,338,759 18C5 ......................... 106,115 893,430 1904 ....................... 162,566 1,507,181 1896 ......................... 229,964 1,325,250 190)........................ 148,869 1,618,551 1897 ........................ 114,177 1,167,914 1901........................ 175,250 1,751,475 189k ........................ 75,280 1,228,885 1907............... ....... 229,898 1,957,388 1899......................... 134,072 1,692,709 The vessels engaged in traffic on this river are steamers of 400 tons and less, seagoing schooners, pole boats, rafts, etc. One new line of transportation was established during the year. For references to examinations and surveys, see page 249, Annual Report of the Chief of Engineers for 1904. 812 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It has been found impossible to obtain information as to the effect of the improvement on freight rates. July 1, 1907, balance unexpended -------------------------------- $70, 488. 09 Amount appropriated by sundry civil act approved May 27, 1908--... 11, 300. 00 81, 788. O9 June 30, 1908, amount expended during fiscal year: For works of improvement $32, 153.98 For maintenance of improvement ----------------- 7, 246.49 39, 400. 47 July 1, 1908, balance unexpended --------------------- 42, 387.62 July 1, 1908, outstanding liabilities 3, 450. 05 July 1, 1908, balance available 38, 937. 57 July 1, 1908, amount covered by uncompleted contracts ------------ 4, 100. 00 S1910, Amount that can be profitably expended in fiscal year ending June 30, for maintenance of improvement, in addition to the balance unexpended July 1, 1908--------------------------------------10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix N 3.) 4. Winyah Bay, South Carolina.-Thislarge bay is connected with the ocean by a passage between the shores of North and South islands 22 miles long, 1 mile wide at the bay, three-fourths mile wide at the gorge, and 11 miles wide at the ocean, or southeasterly, end of North Island. Through the passage, which trends north-northwest and south-southeast, there was a bold channel 36 feet deep at the bay, re- taining a depth of not less than 20 feet until about 3,000 feet southerly from the end of North Island and of not less than 15 feet to a point about 1 mile south of the island, where the channel divided into two. One of these two channels, known as Main channel, continued 31 miles farther, through extensive shoals, to the 18-foot contour in the ocean. This channel was south-southeast and in alignment with the main channel through the straits. The other, known as Bottle chan- nel, after flowing about 2,500 feet southeasterly, 1,500 feet easterly, and about 3,000 feet northeasterly, reached the 18-foot contour in the ocean at a distance of about l1 miles in a direction from the point of separation from the main ship channel almost at right angles with the direction of that channel and of the channel through the passage. At mean low water the depth on the crest of the bar was variable in both channels and about 7 to 9 feet in Main channel and 6 to 8 feet in Bottle channel. The mean range of tide is 3 feet. The present project, adopted in 1889, provides for the construction of two jetties, springing, respectively, from North and South islands and converging toward the bar, the jetties to consist of mattress foun- dation and a superstructure of large riprap stone raised to a height of 6 feet above mean low water, the south jetty to extend due east across the bar and the north jetty to converge toward it, so as to pro- duce the necessary contraction on the bar. The depth to be secured is 15 feet at mean low water. The river and harbor act of June 3, 1896, authorized the completion of the work under continuing-con- tract system, at a cost not exceeding $1,996,250, in addition to the $20,000 appropriated by the act. The entire amount has been appro- priated by sundry civil acts since that date. The project was ex- RIVER AND HARBOR IMPROVEMENTS. 818 tended by the river and harbor act approved June 13, 1902, to permit dredging at the shoal places in Winyah Bay, between the entrance and the city of Georgetown, S. C., over which the least channel depths might at any time be less than at the entrance to the bay, pro- vided that the expenses of this dredging, added to that of improving the entrance to the bay, should not exceed the total amount authorized under the continuing-contract system. The total expenditures to June 30, 1908, were $2,442,912.55, of which $428,750 was appropriated prior to June 3, 1896. Of this amount $6,252.36 was derived from miscellaneous sources, -such as rent of dredge, auction sales, etc. For maintenance $69,410.41 has been spent. The jetty work, which since June 3, 1896, had been under a continuing contract, had been completed. The north jetty extends a distance of 11,139 feet from the shore end, with crest from 42 to 6 feet above mean low water, except the outer 100 feet, which is sub- merged. The south jetty extends a distance of 21,051 feet from the shore end, with crest at heights varying from 10 feet above mean low water at the inner end to nothing at the outer end. The stone super- structure has practically no top width. A stone mound, 50 feet long, 30 feet wide, and 12 feet above low water had been constructed to mark the outer end of the south jetty. The seagoing suction dredge Vinyah Bay has been built, and this dredge and the similar dredge Charleston have removed 1,553,265 cubic yards of material from the entrance channel and 1,007,393 cubic yards of material from the eastern channel in upper Winyah Bay and Sampit River shoal. Spur dikes have been built to protect the South Island beach. A mud dike has been built from the high land on South Island to the high laril near the Santee River to prevent the tides from cutting around the shore end of the south jetty, and the stonework of the jetty has been extended about 2,600 feet by a work of sheet piling covered with mud to connect with this dike. About 95 per cent of the approved project has been completed up to June 30, 1908. A slight shoaling has occurred during the year in a portion of the channel where the depth is slightly less than 15 feet; this shoal place will be removed early in coming fiscal year. The mean range of tide is 31 feet. The appropriation recommended will be applied to dredging for maintenance of the improvement. Commercial statistics. Year. Tons. Value. Year. Tons. Value. Ii 1891 ......................... 261,370 $8,071,600 1900 ... 129,639 $6,749,433 1892 ......................... 271,986 ............ 1901 ....................... 247,989 8,457,906 1893......................... 268,640 ............1902 ........................ 387,471 9,310,682 1894......................... 2,43,822............1903........................ 368,502 9,359,581 1896......................... 171,059 6,228.350 1904....................... 369,774 9,546,843 1897........................ 149,374 5,817,950 1905....................... 363,916 10,401,879 1898......................... 125,003 5,587,880 1906........................ 392,770 10,139,751 1899........................ 120,587 6,337,853 1907........................ 382,915 -9,432,575 The vessels using the entrance channel are steamers of 1,850 tons and less and sailing vessels of various kinds. The freight carried is principally lumber, naval stores, and general merchandise. There are three lines of steamships plying between Georgetown and north- 314 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ern ports. The water rate on lumber, the chief export, had decreased from $5.50 per thousand feet B. M. in 1892 to $4.12t in 1905, but it has since advanced to $6. For references to examinations and surveys see page 250, Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended_----------------------- -- $119, 344. 76 Received, account sales and overpayment_ ___-- 4. t( 119, 349. 38 June 30, 1908, amount expended during fiscal year: For works of improvement_---------------------- $41, 732. 15 For maintenace of improvement ------------------ 29, 277.42 71,009.57 July 1, 1908, balance unexpended---- 48, 339.81 July 1, 1908, outstanding liabilities-- 6, 950. 83 July 1, 1908, balance available_ _-- 41, 388. 9S Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908-------------------------------- 15, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix N 4.) 5. Mingo Creek, South Carolina.-To June 30, 1897, $17,000 had been expended on improvement to provide steamboat navigation up to Williams Landing and pole-boat navigation at high water up to the head of navigation by snagging and clearing the banks. Deterioration having occurred, the sum of $300 was allotted from the emergency appropriation provided by the river and harbor act of March 2, 1907, of which $257.75 has been expended during the fiscal year 1908, for removing the worst obstructions to navigation. Amount allotted March 18, 1908, from emergency appropriation act of March 2, 1907----------------------------------------------- $30).,00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 257.75 July 1, 1908, balance unexpended ------------------------------------ 42. 25 (See Appendix N 5.) 6. Santee, Wateree, and Congaree rivers, and Estherville-Minin Creek Canal, South Carolina.-(a) Santee River and Estherville- Minim Creek Ca?al.-This river in its original condition was consid- erably obstructed at all stages of water by sunken logs and snags. Its bar entrance was narrow, crooked, and shifting, with only about 4 feet of water at low tide, and so situated as to be difficult and expen- sive to improve. The original project, adopted in 1880, contemplated providing an outlet for the river into Winyah Bay by constructing a canal from the river through Mosquito Creek into the bay. On this project there was expended $99,750. The present project, adopted in 1889, contemplates providing a more satisfactory outlet into the bay by cutting a canal 70 feet wide and 6 feet deep at mean low water from the Estherville plantation to Minim Creek and for snagging the entire river. The estimated cost is $350,000, not including the amount expended under the original project. RIVER AND HARBOR IMPROVEMENTS. 315 The total expenditures under the present project to June 30, 1908, were $226,900.38, of which about $42,314.64 was for maintenance; of this, $32.50 was derived from sales at auction, etc. All the ex- penditure during the year was for maintenance, and consisted of the removal of 73,312 cubic yards of material and 211 stumps and logs from the canal, widening and deepening same. The first cut of the canal had been made entirely through, and this had been widened through a portion of its length. From the Santee River proper 1,809 obstructions had been removed. The approved project is about 84 per cent completed. Except at the Winyah Bay end, where on account of the softness of the banks the width has been reduced to 40 feet, the canal is 50 feet wide and 6 feet deep. The mean rise of tide at the canal is about 31 feet. The least available depth in Santee River is about 4 feet at low water. The usual variation in water level at the Atlantic Coast Line bridge, about 54- miles above the mouth, is about 19 feet, and at its junction with the Wateree and Congaree rivers, 143 miles above the mouth, about 20 feet. The river is navigable its entire length. During the year the construction of a suction dredge was begun, for which the appropriation for this stream bears a part of the cost. For this there was an expenditure of $1,077.70. For repairs to snag boat $1,211.02 was expended, and for repair to sawmill plant at Smith- ville, superintendence, etc., the sum of $6,524.47 was expended. The appropriation recommended will be applied to widening the Estherville-Minim Creek Canal, and to removing bars and obstruc- tions from Santee River. The additional work proposed is necessary to make the- improve- ments available and for extending the benefits. Comnnercial statistics. Year. Tons. Value. Year. Tons. Value. 1891 ...................... 100,255 $2,743,000 1900....................... 179,090 $2,622,200 1892........................ 110,523 2,775,800 1901....................... 204,375 1,809,000 189 ........................ 124,182 2,679,600 192 ....................... 215,600 1,882,500 1894........................ 115,428 2,375,000 19(,3....................... 220,900 1,840,000 1895 ........................ 117,690 2,224,800 1901........................ 242,800 1,662,500 189t; ........................ 134,135 2,204,600 19,5 ....................... 329,350 1,485,000 1897........................ 134,206 2,159,940 1906 ........................ 427,300 1,830,000 1898........................ 112,205 2,203,800 1907 ........................ 474,750 1,735,000 1899........................ 154,327 2,679,100 The vessels using the river and canal are steamers of from 10 to 500 tonlls, small sailing craft, pole boats, rafts, etc. For references to examination and surveys and other information concerning the work see page 252, Annual Report of the Chief of Engineers, 1904. It has been found impossible to obtain information as to the effect of the improvement on freight rates. July 1, 1907, balance unexpended -------- $36, 84. 64 June 30, 1908, amount expended during fiscal year:. For works of improvement -$12, 400.42 For maintenance of improvement ---------------- 3, 352. 10 15, 752.52 July 1, 1908, balance unexpended 21, 132.12 July 1, 1908, outstanding liabilities- 1, 527.01 July 1, 1908, balance available ---------------------------------- 19, 605. 11 316 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1908, amount covered by uncompleted contracts_---------- $3, 416. 67 Amount (estimated) required for completion of existing project-- 109, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ---------------- (a) Submitted in compliance with requirements of sunlry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Wateree River.-In its original condition this stream had a low-water depth of from 3 to 4 feet from its mouth, 67 miles, to Camden. The lower 14 miles was completely blocked at all stages of water by logs, snags, etc., and at moderate stages by the bridges of the South Carolina and the Wilmington, Columbia and Augusta railroads, then without draw spans; thence to Camden navigation was possible, but dangerous, except during high water. Its com- merce was practically nothing. The present project of improvement, adopted in 1881, provides for safe and unobstructed 4-foot navigation for steamers from Camden to the mouth, at an estimated cost of $60,000. The appropriation of September 19, 1890, completed the estimate for the project, but appropriations have since been made for main- tenance. The work is one of snagging only, and as snags are contin- ually lodging, it is not susceptible of completion. Snagging work should be done annually in order to keep the channel open. The total expenditures to June 30, 1908, were $101,457.02. To June 30, 1900, the river had been kept fairly clear of obstructions from the mouth to Camden. Work was suspended in 1899, and was resumed in May, 1907, a snag boat having been built for this stream. All the expenditures during the year were for maintenance. Snagging was done during the year and a total of 2,426 obstruc- tions were removed at a cost of $5,724.23. Toward the construction of a suction dredge an expenditure of $2,083.15 was made, and for the construction of snag boat $245.18. For superintendence, repairs to plant and property,- etc., there was expended $3,432.10. The appropriation recommended will be applied to snagging for maintenance of the improvement. The additional work proposed is necessary to make the improve- ment available. So far as known the available depths now existing do not differ greatly from the original depths. The usual variation in water level is about 17 feet at a point about 4 miles above the mouth, and about 28.5 feet at Camden, 67 miles above the mouth. Commercial statistics. Year. Tons. Value. Year. Tons. Value. 1891 .........................1,005 $51,210 1900-- --... ....-.-... 93,024 $155,000 1892......................... 2,244 1 86,040 17 729 1901........................ 10,417 50,000 1893......................... 6,242 1902 ..------------------------ 42,575 92,500 1894......................... 18,075 94,334 1903 41,050 87,000 1895 ........................ 21,697 127,565 19041........................ 15,600 29,700 1896......................... 35,002 233,525 1905........................ 22,000 41,000 ......................... 1897--------------------- 43, 770 202, 800 1906 ............. 16,200 81,000 1898. ----------------------- !. 83,568 274,050 1907- - --......... . 56,400 564,000 1899......................... 109,170 272,200 a See consolidated money statement on page 319. RIVER AND HARBOR IMPROVEMENTS. 317 Rafting is the only business done on this river. No new line of transportation was established during the year. For references to examinations and surveys see page 253, Annual Report of the Chief of Engineers, 1904. It has been found impossible to obtain information as to the effect of the improvement on freight rates. July 1, 1907, balance unexpended ------------------------------ $57, 527. 64 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 11, 4.4. 66 July 1, 1908, balance unexpended ------------------------ 46, 042. 98 July 1, 1908, outstanding liabilities ---------------------- 2269.25 2, July 1, 1908, balance available ---------------------------------- 43, 773. 73 July 1, 1908, amount covered by uncompleted contracts ------------ 12, 612. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Congaree River.-In 1886 this stream in its original condition had a low-water depth of 3 to 4 feet from its mouth to the railroad bridge at Columbia, thence 1 foot low-water depth 2 miles farther to its head. The navigation of the lower 49 miles was blocked at all stages of water by the South Carolina Railroad bridge and by sunken logs, snags, and overhanging trees. The navigation of the remaining 2 miles was prevented by swift currents and numerous rock ledges and bowlders. Its commerce was nothing. The project of improvement adopted in 1886 proposes to secure a thoroughly cleared 4-foot navigation over the lower 49 miles at all stages of water and a cleared channel through the rock ledges and bowlders above at an estimated cost of $54,500. This project was modified in 1899, when a'lock and dam was authorized for extending steamboat navigation through these ledges and bowlders in the river from Gervais Street Bridge, Columbia, to Granby. The open- channel work above Granby was thus eliminated. Appropriations for the lock and dam were made, amounting to $250,000, $25,000 of which, by authority of Congress, was alloted for the open-channel work. The lock and dam had been completed with the $225,000, and considerable work dlone in clearing the channel between the lock and the city of Columbia. The river and harbor act of March 2, 1907, contained the following proviso in appropriating for this stream: "And the limits of the improvement of the Congaree River shall be extended to include that part of the said river included in the project from Gervais Street Bridge, Columbia, to Granby, South Carolina." Under this author- ity the work on the entire length of the river will be prosecuted under allotments from appropriations for improving Santee, Wateree, and Congaree rivers, and the Estherville-Minim Creek Canal, South Carolina. In 1905 a survey of the river between the lock and dam and the mouth of the river, made to determine what additional work was a See consolidated money statement on page 319. 318 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. required to form a 4-foot channel at all stages of water, showed that in addition to clearing the river of obstructions by snagging, dredg- ing was also required, and that the estimated cost of the project should be increased accordingly. To obtain and maintain this chan- nel would cost $20,000 a year for four years, after which a yearly expenditure of $10,000 would probably suffice. The total expenditures for open-channel work to June 30, 1908, were $101,513.17, of which 50 cents was derived from refundment of overpayment. The channel had been thoroughly snagged from the mouth to Granby, 2 miles below Columbia. A total of 16,350 ob- structions had been removed below Granby. Dredging had been carried on at Barbours Cut, removing 10,859 cubic yards of sand and pebbles. Work had been in progress of clearing the channel above the lock. As nearly as can be determined from the records about $34,282.35 has been applied to work of maintenance. Snagging was done during the year and a total of 1,596 obstruc- tions were removed at a cost of $4,588.55. For the construction of a suction dredge an expenditure of $3,812.31 was made; for repairs to plant and property $3,596.69, and in clearing the channel above the lock $24,821.86 was expended. During the year approximately 4,039 tons of rock was removed. This rock excavation made it possible for steamers to land at the foot of Senate street, Columbia, S. C. The appropriation recommended will be applied to work of im- provement in removing bars and obstructions between the mouth and Columbia. The usual variation in water level at a point 2 miles above the mouth is about 24.3 feet and at Columbia about 33.2 feet. Commercial statistics. Year. Tons. Value. Year. Tons. Value. 1891 ......................... 2,401 $47,840 1900........................ 121,363 $197,000 1892......................... 3,686 62,025 1901 ........................ 14, 583 70,000 1893 ......................... 2,781 71,125 1902........................ 58,075 123,500 1894......................... 7,974 40,760 1903 ........................ 114,310 271,400 1895 ........................8,993 45,700 1904 ........................ 1 43,035 93,900 1896......................... 18,307 178,900 1905 ....................... 34,350 252,000 1897......................... 40,857 110,100 1906 ........................ 35,522 821,100 1898......................... 81,362 201,700 1907 ... .................. 73,833 1,234,000 88,696 1899......................... 191,700 A steamboat line between Columbia and Georgetown, S. C., has been established. Connection is made at Georgetown with steamers for New York, Baltimore, and Charleston. Boats are now landing at foot of Senate street, Columbia, S. C., the present head of navigation. A reduction of from 22 to 30 per cent in freight rates from Columbia to New York (difference between rail and water transportation) has been effected by the improvement. For preliminary examination and survey, see page 1140, Annual Report of the Chief of Engineers for 1885. For outline map of river, see page 1194, Annual Report of the Chief Engineers for 1889. For project for construction of lock and dam, see page 1182, Annual Report of the Chief of Engineers for 1896. Reference to report on examination made in compliance with the river and harbor act of March 2, 1907, will be found on page 323 of this report. RIVER AND HARBOR IMPROVEMENTS. 319 July 1, 1907, balance unexpended_ -$63, 745. 24 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $29, 072.67 For maintenance of improvement ------------------ 8, 185.24 37, 257.91 July 1, 1908, balance unexpended -26, 487.33 July 1, 1908, outstanding liabilities- 2, 070. 73 July 1, 1908, balance available- 24, 416.60 July 1, 1908, amount covered by uncompleted contracts ------------ 8, 883. 33 A miount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ---------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. ------------------------------ July 1, 1907, balance unexpended_ $158, 157. 52 June 30, 1908, amount expended during fiscal year: For works of improvement-_ $41, 473.09 For maintenance of improvement ---------------- 23, 022. 00 - 64, 495.09 July 1, 1908, balance unexpended--- 93, 662. 43 July 1, 1908, outstanding liabilities 5, 866. 99 July 1, 1908, balance available- - ---- 87, 795. 44 July 1, 1908, amount covered by uncompleted contracts ------ 24, 912.00 Amount (estimated) required for completion of existing project_- 109, 000. 00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908 .------ 60, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix N 6.) 7. Operatingand care of lock and dam across Congaree River, near Columbia, S. C.-This service is provided for by the permanent indefi- nite appropriation for operating and care of canals and other works of navigation, under the provisions of section 4 of the river and harbor act of July 5, 1884. The operation and care of the lock and dam across the Congaree River have been provided for by allotments from this appropriation since April 7, 1906. The expenditures during the fiscal year were $5.303.51; the total expenditures have been $10,803.51. (See Appendix N 7.) 8. Inland waterways between Charleston Harbor, South Carolina, and opposite McClellanville.-These waterways consist of a series of creeks, sounds, rivers, and bays, which afford a route sheltered for the most part from the sea by the numerous islands which form the outer coast line. The route is tidal throughout, the range of tide varying from about 4.6 to 5.3 feet. It is now obstructed by a number of shal- low reaches and narrow, crooked passages, particularly at points where the tides meet. The passage across Bulls Bay, besides being a See consolidated money statement on this page. 320 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. very shallow, is much exposed. The present commerce is compara- tively small, as only very small vessels can get through without exces- sive delays. The plan of improvement adopted in 1902 provides for a channel between Charleston Harbor and opposite McClellanville 4 feet deep at mean low water and 60 feet bottom width, at an estimated cost of $125,290. The project was modified by the river and harbor act of March 2, 1907, to provide for a branch of the channel to Morrisons Landing in McClellanville. The new channel will partly follow the present channels and will partly lie in cuts across the marsh to avoid crooked and dangerous sections. It will pass to the northward of Bulls Bay. A revised estimate made during the fiscal year 1908, based upon work already done, shows that to complete the improvement there will be required $66,000 in addition to the amount originally estimated. The total expenditures to June 30, 1908, were $77,484.72. A con- tract was let in 1905, under which there was removed 158,441 cubic yards; a second contract was made during the present fiscal year for continuing the work, and under this there has been removed 183,857 cubic yards, making a total of 342,298 cubic yards, which is about 46 per cent of the approved project. The appropriation recommended will be applied to prosecution of the improvement by dredging between Grahams Creek and Mc- Clellanville. The improvement can have no effect on freight rates until the project shall have been completed. For references to reports of examinations and surveys, see page 256, Annual Report of the Chief of Engineers for 1904. Commercial statistics. Year. Tons. Value. Year. Tons. Value. 190 ........................ 33, 344 $579, 520 1906........................ 49,440 $797, 747 1904 ........................ 39,064 573,770 1907 ..................... 36,230 921,675 1905........................ 58,421 608,761 July 1, 1907, balance unexpended ------------------------------ $107, 441.12 June 30, 1908, amount expended during fiscal year for works of in- provement --------------------------------------------------- 59, 635. 84 July 1, 1908, balance unexpended - -47, 805. 28 July 1, 1908, outstanding liabilities- - 3, 592. 88 July 1, 1908, balance available-------------------- - -- 44, 212.40 July 1, 1908, amount covered by uncompleted contracts ----------- 34, 591. 88 Amount (estimated) required for completion of existing project 66, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- 66, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix N 8.) RIVER AND HARBOR IMPROVEMENTS. 321 9. Charleston Harbor, South Carolina.-There were originally four channels across the bar, the deepest having about 12 feet depth at low water. Commerce was then using the Pumpkin Hill channel, about 3 miles south of the present jetty channel. Where the present jetty channel is situated there was then the Swash channel, with a best depth of 101 feet of water, too crooked for safe use. The natural channels were shifting in position and variable in depth. The original project, adopted in 1878, provided for establishing and maintaining, by means of two jetties and auxiliary dredging, a low-water channel of not less than 21 feet depth across the bar. The Swash channel was selected for improvement. The estimated cost was $3,000,000. In 1888 it became necessary to modify the height of the crest line of the jetties and to revise the estimate. This increase in the esti- mate was largely due to the fact that money had been appropriated so slowly that reasonable contract prices could not be obtained. The annual appropriation up to that time had been only 5-1 per cent of the original estimate. In the revised project the jetties were increased in height and length, but no change was made in their posi- tion or distance apart. The revised estimates were $4,380,500 if the jetties were brought up to low-water level throughout, and $5,334,500 if brought up 3 feet higher. The former estimate was adopted by Congress in the river and harbor act approved July 13, 1892. The present project, adopted by the river and harbor act approved March 3, 1899, provides for obtaining a channel at the entrance to Charleston Harbor not less than 26 feet deep at mean low water (mean range of tide about 5.2 feet) and 600 feet wide, by constructing a large seagoing suction dredge, at a cost not exceeding $150,000, and operating her, together with the existing dredge Charleston, for three years. The estimated cost of constructing the new dredge and operating it, as above, was $285,000. Of this amount $175,000 had been appropriated prior to the enactment of the river and harbor act of June 13, 1902, which made available an additional sum of $208,000, increasing to $383,000 the amount authorized for the project for the new dredge and its operation. The entire amount authorized has been appropriated. The total expenditures to June 30, 1908, were $4,641,010.36, includ- ing about $2,500 expended at Sullivans Island and $10,000 at Mount Pleasant; of this sum $7,823.23 was derived from miscellaneous sources, such as rental of dredge, auction sales, etc. Of this amount, $4,1702,500 had been expended on the original project and on mainte- nance. The project had been completed, as the full depth of 26 feet at mean low water had been obtained and the full width of 600 feet, except for a short distance near the inner end of the jetties, where the width was 550 feet. The mean tidal range is 5.2 feet. The operations during the year were for maintenance. The appropriation recommended will be applied to dredging for maintenance of the improvement. The wreck of the steamer Housatonic, owing to its proximity to the present lighted range, has become a menace to navigation, and its removal in the near future is contemplated 57101- 'Nc 1008-21 322 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 3, 1905, authorizes the Secretary of War, in his discretion, to cause the new dredges employed on this work to be utilized, at such times as they are not employed in dredg- ing on the outer bar, for dredging in the channels between said outer bar and the city of Charleston. For references to examinations and surveys and to projects see page 257, Annual Report of the Chief of Engineers for 1904. COMMERCIAL STATISTICS. [Furnished by the collector of customs.] Foreign comnmerce. A ggre- Aggre- Year. gate - Value. Year. gate reg- Value. istered istercd tons. tons. 1889 ........................211,203 ;16,7441,951 1899 ........................ 174,525 $6,7.85,168 1890 ......................... 224, 962 16, 041,397 19001 . . ........ 10,631 5.. 11,170,910 1891 ........................274,149 23, 110,664 -1901 ........................ 141,003 5,276,757 1892........................ 169,379 11,829.607 1902 ........................ 219,069 7,095,294 1893........................ 193.3:336 11, 940,129 1903 ....................... 142,196 5,237,119 1894 ........................208,169 11, 560,372| 1904 ........................ 1905 ........................ 146, 266 6,100,295 1895 ......................... 140,9:38 10, 78 586,326 8 6 106,0.351 3,337,038 195 .........................158,325 11, 5, 4 1906 ........................ 132,400 4,165,567 1897 ........................226, 750 12,106,763 1907 ........................ 174,219 6,036,866 1898....................... 214,180 10,956,250 1i Commerce thrmough Charleston Harbor, ocean entrance. Total im- Year. ports, and Value. exports. Teons. 1901 ............................................................................. 784,812 -$29,454,515 1902............................................................................. 822,845 34,746,997 1903............................................................................. 685, 903 47, (59,427 1904 ............................................................................. 880,596 49 994,894 1905 ............................................................................. 858,016 51,631,040 1906 ............................................................................. 835, 360 56,301,095 1907 ............................................................................. 722,338 56,138,444 Regarding effect on freight rates since improvement began in 1878, the only change that seemnis due to the improvemnent is a lowering of about 121 cents per ton on business done by coastwise sailing vessels. The additional work proposed is for maintenance. July 1, 1907, balance unexpended --------------------------- $25, 688.12 Received account of sales_------------------------------------- 337. 93 26, 026. 05 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 8,713.18 July 1, 1903, balance unexpended -------------------------------- 17, 312. 87 July 1, 1908, outstanding liabilities ------------------------------ 308.36 July 1, 1908, balance available----------------------------------- 17, 004.51 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 19089 ----- _- ______--_-____--_ _ 25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix N 9.) RIVER AND HARBOR IMPROVEMENTS. 323 10. Removing sunken vessels or craft obstructing or endangering navigation.--An allotment of $800 was made June 1, 1908, for the purpose of making an examination of the wreck of the steamer Housatonic, near the entrance to Charleston Harbor, South Carolina, with a view to its removal. An agreement was made for the services of a diving party in connection with the examination of the wreck. but no work had been done and no expeditures made under the allotment at the close of the fiscal year. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HIAR- BOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminaryexamination and survey of Shem River, South Car- olina.-Reports dated June 3 and October 14, 1907, respectively, are printed in House Document No. 224, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination, with plan and estimate of cost of im- provement, of Shipyard River or Creek, South Carolina.-Reports dated April 22 and July 24, 1907, are printed in House Document No. 452, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States. 3. Preliminary examination of North Fork, Edisto River, South Carolina, from its mouth to Orangeburg.-Report dated July 20, 1907, is printed in House Document No. 515, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 4. Preliminary examination of South Fork, Edisto River, South Carolina, from its mouth to Scotts bridge.-Report dated July 20, 1907, is printed in House Document No. 516, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government except as indicated in connection with other streams in the vicinity, by snagging when suitable plant is available. 5. Preliminary examination of Congaree River, South Carolina, and Broad River from its mouth to Ninety-nine Island shoals.-Re- port dated December 20, 1907, is printed in House Document No. 650, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 6. Preliminary examination of Saluda River, South Carolina, be- tween Columnbia and Hollow Creek.-Report dated December 19, 1907, is printed in House Document No. 651, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. The local officer was also charged with the duty of making a pre- liminary examination and survey of Great Pedee River, South Caro- lina, from Georgetown to Pedee Station, provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted. 824 REPORT OF THE CH'EF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE SAVANNAH, GEORGIA, DISTRICT. This district was in the charge of Lieut. Col. Dan C. Kingman, Corps of Engineers, division engineer, southeast division. 1. Savannah Harbor, Georgia.-This covers the estuary of the Savannah River from about 2 miles above the city of Savannah to the ocean bar, about 22 miles below the city. In 1873 the channel was in places not more than 9 feet deep at mean low water. The first appropriation for the improvement of this harbor was made in 1826, and had reference to the removal of natural and arti- ficial obstructions, but the first comprehensive plan of improvement is dated February 11, 1853. Another, for the removal of obstrc- tions, is dated about 1871. A later plan of improvement is dated August 28, 1873, and was supplemented March 19, 1879. It contemplated the establishment of a channel from the city to the sea, practicable at high tide for vessels drawing 22 feet of water. This project was replaced by an enlarged one (January 16. 1882, Annual Report of the Chief of Engineers for 1882, Appendix J 4) contemplating the samte channel depth. The amount expended under these projects up to June 30, 1890, was $1,875,061.59. The project in force up to June 13, 1902, adopted in 1890, provid- ing for a mean high-water depth of 26 feet from the city to the sea, is printed as part of Appendix O, Annual Report of the Chief of Engineers for 1890. The channel depth contemplated by it was reported as having been obtained at the end of the fiscal year 1896. While the project depth was literally obtained, the channel was very crooked and of much less than the project width. A supplemental plan of improvement was submitted December 7, 1894, providing for a detached extension of the Oyster Bed training wall, for the purpose of sheltering the anchorage in Tybee Roads, as well as for protecting the ship channel over the outer part of Tybee Knoll against the destructive action of heavy storms. This project, which is printed as part of Appendix M 1 of the Annual Report of the Chief of Engineers for 1895, was authorized by act of Congress of June 3, 1896, its estimated cost being $992,250. The same act authorized the completion of work for improving the inside route from Savannah, Ga., to Beaufort, S. C., at an additional cost of $106,700, and dredging for maintenance in Savannah Harbor, and the sum of $1,005,000 was appropriated to complete these works. The amount expended under the project of 1890 up to June 30, 1896, was $3,460,049.99, of which $974,504.88 was for dredging and $2,356,7J0.10 for contraction work. There had previously been ex- pended $1,875,061.59, giving a total of $5,335,111.58. Between June 30, 1896, and June 30, 1902, $712,918.84 was expended on the modified 26-foot project, of which $84,850.98 was for maintenance. From the time of the reported completion of the project of 1890, in July, 1896, until June 30, 1902, extensive dredging was done, both for maintenance and as part of the modification of the project. On June 13, 1902, Congress adopted a project which provided for the establishment of a channel from the Old Waterworks (2 miles above Savannah) to the ocea-n, 28 feet deep at mean high water, with bottom widths of 350 to 500 feet, to be accomplished by dredging and RIVER AND HARBOR IMPROVEMENTS. 325 the raising of all existing training walls between Savannah and Tybee Roads. It also provided for the construction of mooring dol- phins at two points in the harbor-the " Bight " and Venus Point. The estimated cost of the work was originally $1,567,791. This amount was increased by $210,000 by the act of Congress approved March 3, 1905. This project will be found printed in House Docu- ment No. 123, Fifty-sixth Congress, second session, and also in the Annual Report of the Chief of Engineers for 1901, page 1723. The river and harbor act of March 3, 1905, called for a resurvey of Savannah Harbor, Georgia, with plans and estimates of cost, with a view to securing a channel to the sea 26 feet deep at mean low water. The survey was made and the plans and estimates prepared, and will be found printed as House Document No. 181, Fifty-ninth Congress, first session. This project was not adopted by Congress in its entirety, but the river and harbor act of March 2, 1907, appropriated $300,000 and in addition authorized continuing contracts in the sum o $700,000 for prosecuting the improvement and for maintenance, in accordance with the plans of the Board of Engineers for Rivers and Harbors, as set forth in the House document just referred to. The recommendation of the Board was that the improvement should be undertaken in a tentative manner, with the object of first securing across the bar the maximum depth within the limits fixed by Congress that can be maintained by dredging alone, a 21-foot channel first to be dredged and then gradually deepened until the limit fixed by economy of maintenance is reached. The act authorized such raising and extending of dikes, jetties, and other contraction works as may be necessary at a cost not to exceed $300,000, and the purchase of a pump- ing dredge of the stationary type at a cost of $125,000. The increased depth gained upon the bar is to be carried up the river by dredging, if necessary, at such a rate as will insure the same navigable depth as is maintained on the bar. Continuing contracts are authorized for work in this harbor, and $400,000 is yet to be appropriated under the authorization. The amount expended under the 28-foot project up to June 30, 1907, was $1,643,282.29, of which $214,043.28 was for maintenance. The sum of $672.25 has been derived from sales of Government prop- erty and deposited to the credit of the appropriation. The expenditures to June 30, 1908, under the tentative project adopted March 2,1907, amounted to $327,250.60, of which $66,512.05 was for maintenance, and $112,701.64 was disbursed by Maj. J. C. Sanford, Corps of Engineers, on account of the construction of the dredge provided for by the project, and the sum of $8 was received by him from the sale of blueprints of the plans of the dredge. De- tails of dredge construction will be found in Appendix H 9. The total amount expended for the improvement of Savannah Harbor up to June 30, 1908, was $8,018,563.31. A total of $36.90 was received from sales of condemned property. The expenditure of this sum has secured and maintained the various objects had in view in projects heretofore stated and with the net result of securing a navi- gable channel not less than 22 feet deep at mean low water from the wharves of Savannah to the sea. Savannah Harbor is navigable from its mouth up to the Old Waterworks, 2 miles above the city--a distance of 22 miles. 326 REPORT OF THE CHIEF OF ENGINEERSY U. S. ARMY. During the past fiscal year operations have been carried on under the tentative project adopted March 2, 1907, and consisted in dredg- ing on Tybee Knoll and the outer bar by United States seagoing dredges, and the repairing, raising, and extending of training walls and spur dams under contract. Work done for maintenance during the fiscal year consisted in the removal of 370,762 cubic yards of material from the inner harbor by United States seagoing dredges, and the rehandling of 116,695 cubic yards of this amount by a hired pumping dredge, which cast the material ashore from the basin of deposit at the Venus Point mooring dolphin. In addition to this there has been dredged from the inside route, between Savannah, Ga., and Beaufort, S. C., a total of 31,154 cubic yards of material. This work was done under two allotments aggregating $9,000, made from the emergency appro- priation provided for in the river and harbor act of March 3, 1905, and was designed to restore former conditions. Work was in prog- ress at the end of the fiscal year, and the allotment will suffice to accomplish the purpose proposed. At the close of the fiscal year the controlling depth from the upper end of the harbor to the sea was 28 feet at mean high water. The width of channel varies from 350 to 500 feet. On the ocean bar, where the real experiment is being made, there now exists a channel along the center line having a width of noit less than 150 feet and a minimum depth of 32 feet at mean high water. The 31-foot channel is 225 feet wide and the 30-foot channel is 325 feet wide, and'the depths diminish toward the side ranges to what existed there natu- rally. Thirty-three feet deep at mean high water for a width of 500 feet are the maximum limits allowed under the law. Comparative suryeys indicate that the deposit in the cut is very small and that the maintenance of an adequate channel will not be difficult, but the work must be carried further before this can be absolutely proved. The training walls are being raised to the level of high water at the points where large escape of water from the regulated channel took place, and a better control of the river channel is being secured, which will result in a reduced cost of maintenance and will facilitate the work of carrying the deep water gained on the bar up to the city. For a distance of about 1,800 feet in the extreme upper end of the harbor a channel 400 feet wide and 28 feet deep at mean high water had been secured under the 28-foot project, but on June 30, 1908, the controlling depth was only 16 feet at mean low water (22 feet at mean high water), due to the washing down of sand from the shallow reaches above. Redredging for the purpose of maintenance can be deferred for a time, as this section of the harbor is not now needed for the use of large vessels. The mean rise and fall of tide on the outer bar is 7 feet; on Tybee Knoll 6.8 feet, and from that point to the upper limits of the harbor it averages 6.4 feet. It is proposed to expend the balance on hand and the additional appropriation recommended in carrying forward the tentative proj- ect, i. e., in widening and deepening the channel on the bar toward the limits of economical maintenance and in extending the increased depth gained up to the city. The additional work proposed is for extension of benefits. RIVER AND HARBOR IMPROVEMENTS. 327 In 1872 the tonnage of vessels arriving and clearing at Savannah Harbor was reported to be somewhat more than 1,000,000 and the total value of imports and exports about $34,000,000. In 1890 the total tonnage was reported to have increased about 2,000,000 and the value of imports and exports to $152,000,000. For the calendar year 1907 the total amount of freight received and shipped at the port was 3,885,434 tons, valued at $209,018,494, an increase over the previous year of 84,385 tons. The commerce consists principally of naval stores, fertilizers, produce, iron, cotton, lumber, and general merchan- dise. The effect of the improvement upon freight rates since 1896 has been a reduction of fromn 30 to 50 per cent, according to the nature of the commodity. A list of Reports of the Chief of Engineers and executive docu- ments, in which the various projects, examinations, surveys, maps, etc., are printed, may be found on page 272 of the Annual Report of the Chief of Engineers for 1905. A map of the harbor, showing con- ditions on June 30, 1906, will be found in the Annual Report of the Chief of Engineers for 1906, opposite page 1192. Reference to report on resurvey of the harbor required by the river and harbor act of March 3, 1905, will be found on page 311 of the Annual Report of the Chief of Engineers for 1900. July 1, 1907, balance unexpended ----------------------------- a $394, OS5. 92 Amount received from sale of blueprints_ -- - b 8. 00 Amount received from proceeds of sales of Government property 36. 90 Amount allotted from emergency appropriation act of March 3, 1905 -------------------------------- 9, 000.00 Amount appropriated by sundry civil act approved MTiy 27, 190S - 300, 000. 00 703, 130. 82 June 30, 1908, amount exi ended during fiscal year: For works of imi)rovement_ - - c $2010, 56f. 88 For maintenance of improvemnient 06 512. 05 - - 327, 078. 93 July 1, 190S, balance unexpended ------------------------------ d376, 051. 89 July 1, 1908, outstanding liabilities -------------- 46, 479. 08 July 1, 1903, balance available -------------------------------- e 329, 572. 81 July 1, 1908, amount covered by uncompleted contracts - ---- ff 35, 924. 38 Amount (estimated) required for completion of existing project 400, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 190S _ _--_--- ------ - -_ _ _---- _-- --- 400, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O 1.) 2. Savannah Ricer, below Augutsta, Ga.-This river is navigable from Savannah to Auigusta, Ga., a distance of 202 miles. Previous to improvement there were numerous shoals in the river, with less a Includes $1,82.33 for coiinstruction of. dredge. b ReCeived b)y olicer in clmrge of constructLion of dredge. c Includcs $112,5:9.97 for construction of dredge. SIncludes $12,200(.36 for construction of dredge. e Includes $12. 10;.39 for construction of dredge. t Includes $7,02 for construction of dredge. 8328 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. than 3. feet at summer low water, the other obstructions consisting of overhanging trees, snags, and sunken logs. The aggregate length of river upon which there was less than 5 feet was about 9,800 feet, divided up into 10 shoals, and the controlling depth was about 2- feet. The original project, submitted December 22, 1880, provided for a 5-foot channel, 80 feet wide, by means of removal of snags, trees, sand bars, etc., and protection of banks, at a cost of $91,000. Under this project there was expended, prior to operations under the existing project, $93,480.09. The existing project, adopted in 1890, provides for the establish- ment of a navigable steamboat channel 5 feet deep at ordinary sum- mer low water between the cities of Augusta and Savannah, to be accomplished by removing sand and gravel bars, regulating portions of the river, revetting caving banks, closing incipient cut-offs, and removing snags and logs from the channel, and overhanging trees from the banks of the stream. The total estimated cost of this improvement, in round numbers, was $332,000, on the supposition that funds would be regularly and adequately supplied, besides $3,000 to $5,000 annually for mainte- nance. Reference to reports on examination and survey made in compli- ance with act of March 2, 1907, will be found on page 346 of this report. The amount expended upon the work under the existing project up to June 30, 1908, was $393,170.92 (of which $34,717.46 was for maintenance), which, added to the amount previously expended, gives a total expenditure for this work of $48',C651.01. A total of $655.77 has been received from sales of unserviceable property and deposited to the credit of the appropriation. The work done under the present project has resulted in the removal of great numbers of snags and stumps from the river chan- nel and the cutting of numerous overhangLing trees on the banks. Sand bars have been removed by means of training dikes and shore protection at 11 localities. A great deal of work, however, remains to be done, principally in the upper 30 miles of the river, where there are sand shoals with only 3 feet of water over them. A great many snags also require removal. All work done during the fiscal year was for maintenance and con- sisted of the following: One thousand six hundred and ninety-eight snags and 237 stumps were removed from the channel and 3,811 overhanging trees and 66 logs cut on the banks of the stream. Forty feet of the upper spur dam at Sand Bar Ferry and 100 feet of a temporary dike at Tweedys bar was remnoved, this work being made necessary by the shifting of the channel due to freshets. A training wall at Tweedys bar was re- paired and the depth over several sand bars was materially increased by the dragging of heavy anchors over them by the Government snag boat. Twenty-five feet of a projecting point of bank was blasted away. The snag boat Tugaloo was hauled out on marine railway and repaired. & The proportion of the approved project accomplished up to June 30, 1908, was about 75 per cent. At the close of the fiscal year the project depth of 5 feet can be carried from Savannah to Augusta, except at two or three places RIVER AND HARBOR IMPROVEMENTS. 829 near Augusta, where the controlling depth at an ordinary stage of summer low water is 3 feet. The river very rarely goes below 3 feet and rises more than 30 feet in times of floods, frequently stand- ing for long periods at several feet above summer low water. Exist- ing training and shore protection dikes are in a generally fair condi- tion, except in the case of those at Tweedys bar, some of which are in need of repair. In the upper 30 miles of the river the banks in many places cave more or less with every high freshet, and the problem of obtaining and maintaining the project depth has been treated in full in the report of the survey above referred to. It is proposed to apply the available balance and additional appro- priation recommended toward keeping the channel cleared of snags and similar obstructions and in repairing existing training and shore protection dikes. The additional work proposed is for exten- sion of benefits. Prior to the improvement the commerce was small, but its quantity unknown. The total commerce of the river during the calendar year 1907 amounted to 63,013 tons, valued at $6,796,530. It consists princi- pally of cotton and cotton-factory products, naval stores, fertilizers, and general merchandise. There was also rafted down the river dur- ing 1907 about 15,000,000 feet B. M. of timber, valued at about $150,000. The effect of the improvement upon freight rates has been a re- duction of from 30 to 50 per cent, according to the nature of the commodity. A list of Reports of the Chief of Engineers and of executive docu- ments, in which projects of improvement, maps, etc., are printed, may be found on pages 274 and 275 of the Annual Report of the Chief of Engineers for 1905. July 1, 1907, balance unex)ended -------------------------- $29, 384. 12 June 30, 1908, amount expended during tisal year for maintenance of imp)rovement ----- 11, 879.36 July 1, 1908, balance unexpended ------------------------------- 17, 504.76 July 1, 1908, outstanding liabilities 1,037.89 July 1, 1608, balance available_---------------------------------- 1, 466. 87 Amount that can be profitably expended in fiscal year ending June 30, 1.10, for works of improvenient and for maintenance, in addition to the balance unexpended July 1, 1908 54, 000. 00 .------------------- _ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix O 2.) 3. Savannah Riter aboee Augusta, Ga.-This portion of the Savail.nah River is navigable only by pole boats from the locks, 7 miles above the city of Augusta, to Petersburg, a distance of 48 miles. In its original condition the river at low water was navigable only with great difficulty, on account of shallow water, obstructing logs, etc. The original project of improvement, submitted February 8, 1879, provided for a 3-foot channel, 30 feet wide, from Augusta, Ga., to Trotters shoals, and the removal of snags, trees, etc., to the Tugaloo River, at a cost of $45,000. Under this project there was expended, prior to operations under the existing project, $39,000. 330 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing plan of improvement, adopted by Congress July 13, 1892, provides for the establishment, between Petersburg and the locks, of a downstream channel 12 to 25 feet in width and navigable during ordinary summer low water for pole boats drawing 2 feet, and of an upstream channel navigable for pole boats drawing 1.3 feet of water. This is to be obtained by removing logs and overhanging trees; excavating rock, sand, or gravel, and with excavated materials raising crests of ledges; constructing training walls, to increase flow of water through sluices. The total estimated cost is $33,000. The total amount expended under the present project up to June 30, 1908, was $22,289.17, which, added to that previously expended, gives a total for this work of $61,289.17. No funds have been ex- pended for maintenance. The work accomplished under this project has given a downstream channel about 2 feet deep and an upstream channel of the project depth. In many places, however, these chliannels are difficult to navi- gate and are capable of greater improvement. The proportion of the approved project accomplished up to June 30, 1908, was about-55 per cent. The work of the year consisted in removal of bowlders and ledge rock and the construction of a small dam at Big Rapid Gap. It is proposed to apply the available balance and the additional appropriation recommended toward the removal of obstructions and the widening and deepening of the channel. The additional work proposed is for extension of benefits. In 1876-77 about 2,000 tons of freight went upstream and about 12,000 bales of cotton came down. In 1907 the total freight carried on this portion of Savannah River amounted to 3,983 tons, valued at $122,028. The commerce consists of cotton, grain, fertilizers, hay, cord wood, and general merchandise, and is carried on exclusively by pole boats. The effect of the improvement has been to render navigation safer and easier, but it is impossible to determine whether it has caused any reduction in freight rates. A list of Reports of the Chief of Engineers and of executive docu- ments containing the projects of improvement, maps, etc., may be found on page 276 of the Annual Report of the Chief of Engineers for 1905. July 1, 1907, balance unexipended _-__ __ __--------$3, 000.00 June 30, 1908, amount expended during fiscal year for works of inm- provement --------------------- 2S--------------------- July 1, 1908, balance unexpended _-_-_ _-_ _____ _ _ 2, 710.83 Amount (estimated) required for completion of existing project-- 8, 000. 00 Amount that can be )profitablyexpended in fiscal year ending Junie 30, 1910, for works of improv'ement, in addition to the balance unex- leended July 1, 190s3 . ._....__... - _ _... ... .. ... . _ 3, 000. 00 Submitt(ed in compliance with requirements of sundry civil act of June 4, 1807. (See Appendix O 3.) 4. Harbor at Darien, a)nd Doboy bar, Georgia.-(a) Darin Har- bor.r-This harbor is navigable from its mouth to the town of Darien, a distance of 13 miles. RIVER AND HARBOR IMPROVEMENTS. 331 In its original condition it was obstructed at seven points by shoals, with mean low-water depths of from 61 to 10- feet. Between the shoals there was nowhere less than 12 feet at mean low water. There was expended on this harbor in 1879 for dredging $8,000, without any project having been recommended or adopted. The project for the improvement of this harbor, adopted in 1885, contemplates the establishment of a navigable channel 12 feet deep at mean low water between Darien and Doboy at an estimated cost of $170,000. Work was not begun under this project until 1891. The total amount expended under it up to June 30, 1908, was $157,366.65 (of which $20,572.75 was for maintenance), which, added to the amount previously expended, gives a total for this work of $165,366.65. The work done under the present project has resulted in a navigable channel 12 feet deep at mean low water from Darien to Doboy. The project was reported as completed July 11, 1905. The sum of 69 cents, refundment, was received and deposited to the credit of the appropriation. No work was done during the fiscal year, no funds being available. On June 30, 1908, the controlling depth in the harbor was 10.5 feet at mean low water, shoaling having occurred at two or three places since the project depth of 12 feet was obtained in July, 1905. The mean rise and fall of tide is from 6.5 feet at Darien to 7 feet at the entrance. The additional work proposed is for maintenance only. The total tonnage for 1878 was estimated at about 200,000 and the value of exports at between $600,000 and $700,000. The conmmnerce consists almost entirely of timber, and in 1907 the total shipments amounted to 71,041,956 feet, valued at $1,022,612. In addition there was 76,000,000 feet rafted through the harbor to Sapelo and to Savannah. The local freight handled at the port during 1907 amounted to 1,500 tonis, valued at $75,000. The improvement of this harbor has rendered it possible to ship lumber from Darien, which before was impracticable, and has caused a reduction in freight rates of about 15 per cent. A list of the Reports of the Chief of ELngineers in which the proj- ect of improvement, history of the work, etc., are printed may be found on page 277 of the Annual Report of the Chief of Engineers for 1905. By act of Congress approved June 13, 1902, this work was consoli- dated with Doboy bar, Georgia. Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of inimpirovemnent _.._.. _.._.._._ .. _ $10, 000. 00 Submitted in compliance with requirements of sundiry civil act of June 4, 1897, and of section 7 of tLe river and 1Irl)or act of 1899. (b) Doboy bar. In 1888, $5,795.40 was spent in harrowing and water-jet work on this bar without result. In its original condition there was about 12 feet at mean low water in the old channel, which was very crooked, so that the entrance was not much used. The project for its improvement, adopted by act of CongrCess of March 38,1899, provides for creating a channel by dredging 24 feet deep at mean high water and 300 feet wide, e-timnated to cost $70,000. The proposed channel is some distance north of the old channel. The. amount expended under the project up to June 30, 1908. was $49,134.14, which, added to the amount previously expended, gives 832 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. a total expenditure for this work of $54,929.54. No funds have been expended for maintenance. The sum of 10 cents, refundment, was received and deposited to the credit of the appropriation. By act of Congress approved June 13, 1902, this work was consoli- dated with Darien Harbor. No work was done during the fiscal year. The work which has been done under the existing project secured a channel across the bar 150 feet in width, with a controlling depth of 12 feet at mean low water, but this channel was never marked or used and has probably filled in to the extent of the surrounding depth on the bar. The mean rise and fall of tide on the bar is 7 feet. Practically no advancement has been made toward the completion of the approved project, and it is quite doubtful if the desired im- provement at this bar can be effected by dredging alone, except at great cost. None of the channels across the bar appear to have any stability. Extensive sand shoals lie to the north and south of the entrance to the sound, and the material comprising them is easily transported by the littoral currents, which are very strong in this vicinity under the influence of northeast or southeast winds. The approved project calls for a channel 24 feet deep at mean high water (17 feet at mean low water), while a channel only 12 feet at mean low water has been dredged. This latter depth, however, corresponds with the project depth for Darien Harbor, and it would appear that the maintenance of a channel of this depth across the bar would be sufficient to meet the demands of the present commerce. No additional work is proposed and no appropriation is recom- mended. The commerce interested in this bar consists of lumber received from the Altamaha River and its tributaries, the bulk of which is now shipped from Sapelo Sound and St. Simons Sound, north and south, respectively, of Doboy bar. During the calendar year 1907 3,908,415 feet of lumber, valued at $95,700, crossed the bar. A list of the Reports of the Chief of Engineers and of executive documents in which projects, maps, and history of the work are printed, may be found on page 278 of the Annual Report of the Chief of Engineers for 1905. (See Appendix O 4.) 5. Altamaha, Oconee, and Ocmulgee rivers, Georgia.-These three improvements were consolidated by the river and harbor act of March 2, 1907. (a) Altamaha River, Georgia.-This river is formed by the junc- tion of the Oconee and Ocmulgee rivers. At a point some 25 miles from its mouth the river branches, and the river traffic reaches the ocean by two routes-one by the north branch by way of Darien, and the other by the south branch to where it intercepts the inside water- way, which passage is taken to Brunswick. Before improvement the Altamaha River was obstructed by rock ledges, sand bars, snags, sunken logs, and overhanging trees. The low-water depths at some points did not exceed 1 foot. The original project of improvement, submitted in 1875, contem- plated a channel 4 feet deep and 80 feet wide from Macon to Darien RIVER AND HARBOR IMPROVEMENTS. 333 by the removal of sand bars, rock shoals, snags, overhanging trees, etc., at a cost of $162,000. Under it and its modifications there was expended up to June 30, 1890, $69,776.59. The existing project of improvement, adopted by Congress in 1890, provides for the establishment of a channel 3 feet deep at summer low water throughout the river above Darien. This is to be accomplished by removing rock shoals and sand bars, building deflecting dikes, and closing incipient cut-offs, removing snags and sunken logs from the channel and overhanging trees from the banks of the stream, and re- vetting caving banks. The total estimated cost of the improvement is $129,000, provided funds are regularly and adequately supplied, besides from $3,000 to $5,000 for annual maintenance. The amount expended on the work under the present project up to June 30, 1908, was $91,695.59 (of which $16,028.64 was for main- tenance), which, added to the amount previously expended, gives a total expenditure for this work of $161,472.18. A total of $111.50 has been received from proceeds of sales of un- serviceable property and deposited to the credit of the appropriation. This expenditure has resulted in the removal of two rock shoals, five sand bars, numerous snags, sunken logs, stumps, and overhang- ing trees, and the straightening of the river at several points by cut- offs. The river is navigable from the forks to Darien, a distance of 131 miles, and to where it reaches the inside waterway. The lower section of the river is affected by the tides. The worst shoal is at Coupers bar, which at low water has only about 2 feet of water, but by wait- ing on tides 5 feet can be had at this place. The controlling depth above the tidal range is about 2 feet at summer low water. The river is subject to freshets, and in the upper sections the freshet height at times goes 20 feet above the low summnier stage. The lower section is bordered by low swamp lands, and the freshets rise from 5 to 10 feet over the banks. The work done for maintenance during the fiscal year consisted in the removal of snags, stumps, and bowlder rock from the channel and overhanging trees and logs from the banks, and in dredging in Beards Bluff Cut-off. Repairs were made to the hoister Sapelo and a new hull for the snagboat Oconee was constructed. The proportion of the approved project accomplished up to June 30, 1908, was about 75 per cent. It is proposed to apply the available balance and the additional appropriation recommended in removing snags, stumps, and over- hanging trees, in removing sand bars and rock shoals, and in repair- ing old works of improvement. The additional work proposed is for extension of benefits. The commerce of the river before the improvement was begun was reported to have amounted to about 100,000 tons annually, valued at about $1,000,000. During the calendar year 1907 it amounted to 8,500 tons, valued at $345,000. There was also rafted down the river dur- ing the same period 93,500,000 feet B. M. of timber, valued at $1,- 590,000. As nearly as can be determined, the effect of the improvement has been to cause a reduction of from 25 to 40 per cent in freight rates. 334 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A list of Annual Reports of the Chief of Engineers and of execu- tive documents containing projects of improvement, history of the work, maps, etc., may be found on page 279 of the Annual Report of the Chief of Engineers for 1905. July 1, 1907, balance unexpended -------------------------------___ $19, 826.15 June 30, 1908, amount expended during fiscal year: For works of improvement__ _$3, 143.32 For maintenance of improvement ------------------ 6, 043. 51 9, 186.83 July 1, 1908, balance unexpended_ -------------------------------- 10, 639. 32 Amount (estimated) required for completion of existing project -- 103, 000. 00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 (a) .----------------------- Submitted in compliance with 'requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Ocornee River, Georgia.-The head of navigation on this river is Milledgeville, Ga., 147 miles from the mouth, though at present this point can only be reached during high stages of the river. The river is navigable also for a distance of 17 miles between the Georgia Railroad bridge (54 miles above Milledgeville) and the northern boundary of Greene County. Between Milledgeville and the Georgia Railroad bridge, above, the river is obstructed by obsta- cles, both natural and artificial, and is incapable of improvement ex- cept by an expensive system of locks and dams. At ordinary stages the river is at present only navigable to a point about 25 miles above Dublin, Ga., a distance of 104 miles from its mouth. In its original condition this river was used principally for navigation at high stages. At low water there were numerous shoals and snags, there probably being less than 2 feet on many sand bars and rock ledges. The original project was submitted January 29, 1875, and provided for the removal of snags, overhanging trees, etc., cutting off points, and making cut-offs, at a cost of $10,150. Under this project and its modifications there was expended, pre- vious to the commencement of operations under the existing project, the sum of $44,822.18. The existing project of improvement was adopted by Congress September 19, 1890. It provides for the establishment of a navigable channel 3 feet deep at ordinary summer low water from Milledgeville to the mouth. This is to be accomplished by removing rock shoals and sand bars, revetting caving banks, and closing incipient cut-offs, removing snags and logs from the channel and overhanging trees from the banks of the stream. The cost of the improvement is esti- mated at $171,000, besides from $3,000 to $5,000 for annual mainte- nance. The river and harbor act of March 3, 1905, authorized the expenditure of $3,000 of the amount appropriated to be applied to cleaning out the river from the Georgia Railroad bridge to the north- ern boundary of Greene County, Ga., thus bringing this short section under improvement. The amount expended under the present project up to June 30, 1908, was $140,931.58 (of which $11,454.28 was for mniaintenance), a See consolidated money statement on page 338. RIVER AND HARBOR IMPROVEMENTS. 335 which, added to the amount previously expended, gives a total ex- penditure for this work of $185,753.76. A total of $648.77 has been received from sales of unserviceable property and 50 cents from refundment, which was deposited to the credit of the appropriation. As a result of this expenditure numerous snags and logs, bowlders, and overhanging trees ha-ve been removed, several cut-offs opened and others closed, five training dikes and one spur dam built, and four rock shoals and several sand shoals removed below Milledgeville. Between the Georgia Railroad bridge, above Milledgeville, and the northern boundary of Greene County the most troublesome obstruc- tions have been removed from the channel and numerous overhanging trees and logs cut on the banks. Work done for maintenance during the fiscal year consisted in the removal of snags, stumps, and rock from the channel, and overhang- ing trees and logs from the banks. A spur dam was constructed at Fish Trap shoals. The old training wall at Bonny Clabber was ex- tended and a spur dam was constructed at this point. Repairs were made to floating plant. On June 30 the controlling depth at ordinary summer low water between the forks and D)uiblin was 3 feet; between Dublin and the Central of Georgia Railway bridge, 25 miles above, 2.5 feet, and be- tweein the latter point and Milledgeville, 1.5 feet. From the Georgia Railroad briCge, above Miliedgeville, to the northern boundary of Greene Co~ i the controlling depth was 2.5 feet. This river oc- casionally falls below these depths and frequently rises to 20 feet above them. The proportion of the approved project accomplished up to June 30, 1908, was about 75 per cent. It is proposed to apply the available balance and additional appro- priation recommended toward the removal of snags and stumps from the channel and the cutting of overhanging trees from the forks to Milledgeville; the removal of rock and sand shoals between the forks and the Central of Georgia Railway bridge, 25 miles above Dublin; in making such repairs to existing dikes as may become necessary, and in closing incipient cut-offs and opening others wherever found advisable. No additional work above Milledgeville is proposed. The additional work proposed is for extension of benefits between the forks and the Central of Georgia Railway bridge above Dublin; between the Central of Georgia Railway bridge (above Dublin) and Milledgeville the additional work proposed is'necessary to make the improvement available. No reliable statistics of the commerce of the river before the im- provement was begun are available. During the calendar year 1907 the amount of freight carried on the river )betwenthe forks and Milledgeville amounted to 11,000 tons, valued at $330,000. There was also rafted on this portion of the river during 1907, 5. 800,000 feet B. M. of timber, valued at about $848,000. During the same period there was carried over that portion of the river between the Georgia Railway bridgoe (54 miles above Milledgeville) and the nortl-fern boundary of Greene County 900 tons of freight, valued at $27,000. As nearly as can be determined, the effect of the improvement has been to cause a reduction of from 25 to 40 per cent in freight rates. 336 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A list of the Annual Reports of the Chief of Engineers and of executive documents containing the various projects, maps, history of the work, etc., may be found printed on pages 280 and 281 of the Annual Report of the Chief of Engineers for 105. July 1, 1907, balance unexpended_ ______$29, 052. 81 June 30, 1008, amount expended during fiscal year: For works of improvement...... $10, 244.38 For maintenance of improvement 162. 92 6,-------------- 16, 407.30 July 1, 1908, balance unexpended -- ----- 12, (645.51 July 1, 1908, outstanding liabilities ---------------------- 1, 645.46 July 1, 1908, balance available -------------------- 11, 000. 05 Amount (estimated) required for completion of existing project_ 98, 842. 00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the bal nee unexpended July 1, 1908 (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Ocmulgee River, Georgia.-In its original condition this river was used for navigation chiefly at high stages. At low water there were numerous shoals and snags, there probably being less than 2 feet on many sand bars and rock ledges. The head of navigation on this river is Macon, a distance of 202 miles from the forks. The original project was suLnitted in 1875 and provided for a channel 80 feet wide and 4 feet deep at low water, to be accomplished by the removal of sand bars, rock shoals, snags, overhanging trees, etc., from Macon to Darien, at a cost of $162,000. The amount expended under this project and its modifications prior to operations under the existing project was $79,390.73. The existing project of improvement, adopted by Congress Sep- tember 19, 1890, provides for the establishment of a navigable chan- nel 3 feet deep at ordinary summer low water from Macon to the river's mouth. This is to be obtained by removing rock shoals and sand bars, closing incipient cut-offs, revetting caving banks, and removing snags and logs from the channel and overhanging trees from the banks of the stream. The cost of the improvement as given in the project of 1890 is estimated at $210,000, provided funds are regularly and adequately provided, besides from $3,000 to $5,000 for annual maintenance. The amount expended under the present project up to June 30, 1908, was $258,452.63 (of which $20,132.08 was for maintenance), which, added to the amount previously expended, gives a total of $337,843.36. A total of $802.26, received from sales of unserviceable property, and $20.45, refundments, have been received and deposited to the credit of the appropriation. The work under the present project has resulted in a navigable channel from the forks to Macon. A great deal of work, however, remains to be done between Hawkinsville and Macon. a See consolidated money statement on page 338. RIVER AND HARBOR IMPROVEMENTS. 33887 Work for maintenance during the fiscal year consisted in the re- moval of snags and stumps from the channel, the cutting of overhang- ing trees, saplings, and logs on the banks, and the girdling of trees. Repairs were made to floating plant. On June 30 the controlling depth between the forks and Macon was about 21 feet at ordinary summer low water at Tillman's bar, 5 miles above the forks; elsewhere the controlling depth was practically 3 feet. The river occasionally falls a foot below the ordinary summer stage and frequently rises 20 feet above. The proportion of the approved project accomplished up to June 30, 1907, was about 90 per cent. It is proposed to apply the available balance and additional appro- priation recommended in the removal of logs, snags, stumps, and overhanging trees, in the removal of rock and sand shoals, maintain- ing existing training dikes and shore protections, and in closing incip- ient cut-offs and opening others wherever deemed advisable. The additional work proposed is for extension of benefits. No reliable statistics of the commerce of the river before improve- ment was begun are available. In 1907 the freight carried on the river amounted to 10,996 tons, valued at about $600,000. Besides this, 35,662,000 feet B. M. of timber was rafted down the river, valued at about $509,400. For several years past there has been no naviga- tion at all between Hawkinsville and Macon, except that one small steamer made occasional trips to Macon. A company has been formed at Macon for the purpose of operating a line of steamers between that point and Brunswick, and at this time has two steamers making regular trips between these two cities. As nearly as can be determined, the effect of the improvement has been to cause a reduction of from 25 to 40 per cent in freight rates. A list of the Annual Reports of the Chief of Engineers and of execu- tive documents containing the various projects, history of the work, maps, etc., may be found printed on page 282 of the Annual Report of the Chief of Engineers for 1905. Reference to report on examination of the river ordered by the river and harbor act of March 3, 1905, will be found on page 311 of the Annual Report of the Chief of Engineers for 1906. July 1, 1907, balance unexpended__ ------------------------------ $29, 571.74 Amount received from proceeds of sales of Government property- -- 62.50 29,634.24 June 30, 1908, amount expended during fiscal year: For works of improvement ----------------------- $9, 943.62 For maintenance of improvement ------------------ 2,211.27 12, 154. 89 July 1, 1908, balance unexpended ------------------------------- 17, 479.35 July 1, 1908, outstanding liabilities ------------------------------- 1, 228. 58 July 1, 1908, balance available ---------------------------------- 16, 250. 77 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908-------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. a See consolidated money statement on page 338. 57101--ENG 1908-22 338 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1907, balance unexpended_------------------------------- $78, 450.70 Amount received from proceeds of sales of Government property-.. 62.50 78, 513.20 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $23, 331.32 For maintenance of improvement ----------------- 14, 417. 70 37, 749.02 July 1, 1908, balance unexpended_ -------------------------------- 40, 764.18 July 1, 1908, outstanding liabilities ------------------------------ 2, 2874.04 July 1, 1908, balance available ----------------------------------- 37, 890. 14 Amount (estimated) required for completion of existing project .. 201, 842.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908------------------- 88, 000. 00 Submitted in compliance with requirementp of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix O 5.) 6. Club and Plantation creeks, Georgia.-A project for dredging a canal 7 feet deep at mean low water, with a bottom width of 50 feet, to connect these two creeks and thus provide an inside route between the Altamaha River and its tributaries and Brunswick Harbor for use of light-draft river boats and timber rafts, will be found printed as House Document No. 159, Fifty-eighth Congress, second session. Besides the dredging of the canal, the project pro- vides for the straightening of Plantation Creek and for dredging in both Club and Plantation creeks, where necessary to give a channel 7 feet deep at mean low water. The estimated cost of the work is $40,700. This project was adopted by act of Congress approved March 2, 1907, which appropriated $20,000 toward its completion. No work has yet been done. Portions of the route cross marsh land owned by private individuals and the city of Brunswick, Ga., and no provision was made in the act for the purchase of a right of way. A quit-claim deed has been secured from the city of Brunswick for that portion of the desired right of way owned by it. The balance of the land needed to complete the right of way is owned by several non- resident heirs at law, and a written permission has been obtained from their attorneys giving the United States the right to dredge and maintain the desired cut through their land. These papers have been referred to the Department of Justice for an opinion as to the suf- ficiency of title which they convey. If either of these grants are found inadequate, condemnation proceedings will be necessary. It is proposed to apply the available balance toward the construc- tion of the work as soon as a valid right of way is obtained, pending which no further appropriation will be asked for. Reports of examination and survey are printed on page 1669 of the Annual Report of the Chief of Engineers for 1904. July 1, 1907, balance unexpended -------------------------------- $20, 000. 00 July 1, 1908, balance unexpended ---------------- ------------- 20, 000.00 Amount (estimated) required for completion of existing project .... 20, 700. 00 (See Appendix O 6.) RIVER AND HARBOR IMPROVEMENTS. 339 7. Brunswick Harbor, Georgia.-Previous to June 13, 1902, the appropriations for the improvement under the Engineer Department were for the inner harbor only, consisting principally of the removal of a shoal in East River, opposite the lower part of the city. The act of Congress approved June 13, 1902, provided also for the im- provement of the bar, which work had theretofore been carried on by direct contract between Congress and a private individual. The harbor is navigable from the city of Brunswick to deep water beyond the bar, a distance of 13 miles, and also for 1 mile up Academy Creek, and up Turtle River to the Southern Railway wharves. The original project of improvement, dated April 29, 1876, pro- vided for the construction of a jetty at the city front and dredging, at a total cost of $69,000. Under this project and its modifications there was expended, prior to operations under the existing project, the sum of $190,000. The project in force up to June 13, 1902, was adopted by Congress in 1894. It provided for the maintenance of a navigable channel 15 feet deep at mean low water by keeping the existing works in repair and by dredging. The act of June 3, 1896, provided for the improve- ment of Academy Creek. The cost of maintaining a channel depth of 15 feet at mean low water was estimated at $15,000 per annum. There had been expended under this project up to June 30, 1902, $34,817.25, all of which had been for maintenance. Including $10,000 spent in 1836 for dredging, the total amount expended up to June 30, 1902, on the inner harbor was $234,817.25. The act of Congress approved June 13, 1902, adopted a project providing for a navigable channel 21 feet deep at mean low water in Brunswick inner harbor, at a cost of $120,000, and for a channel across the outer bar 19.3 feet deep at mean low water (26 feet at mean high water), at a cost of $40,000. It also provided for dredg- ing in Academy Creek at not to exceed $5,000. This project was completed in July, 1905, and expenditures since have been for mainte- nance. The river and harbor act of March 3, 1905, authorized the expendi- ture from the amount therein appropriated of $5,000, or so much thereof as might be necessary, for maintaining in Academy Creek, immediately in front of and adjacent to the wharves thereof, to the Old Altamaha Canal a depth equal to the controlling depth on the shoals at the lower end of the city in East River, provided that no money should be expended inside harbor lines theretofore or there- after established in said creek. With these funds a channel was dredged with a depth of 18.5 feet at mean low water and a width ranging from 50 to 90 feet. The amount expended to June 30, 1907, under the project approved June 13, 1902, was $193,062.15, of which $19,596.82 was for mainte- nance. This, added to the amount previously expended, gives a total expenditure for the work up to June 30, 1907, of $427,879.40. A refundment of 15 cents was received and deposited to the credit of the appropriation. The result of this expenditure has been the accomplishment of a navigable channel throughout the inner harbor 21 feet deep at mean low water and of a channel across the outer bar 19.3 feet deep at mean low water (both 26 feet at mean high water); also of a narrow channel in Academy Creek above mentioned. 840 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A new project was adopted by the act of Congress approved March 2, 1907. This project will be found printed as House Document No. 407, Fifty-ninth Congress, first session. It provides for creating and maintaining throughout the inner harbor (embracing Turtle River from the Southern Railway docks to its junction with Bruns- wick River, Academy Creek from Aiken's wharf to its junction with East River) and the outer harbor (embracing the outer bar, the navigable channel throughout the entrance to St. Simons Sound, and up Brunswick River to Brunswick Point), channels having a depth of 30 feet at mean high water, with widths varying from 150 feet in Academy Creek to 400 feet across the outer bar, to be accom- plished mainly by dredging; but the extension of the existing train- ing wall in East River and the construction of two spur dikes is also authorized. The estimated cost of the work is $496,650, with a yearly cost of maintenance not exceeding $33,250. Congress in adopting this project appropriated the sum of $146,650 for the work and authorized contracts covering labor and materials necessary for its completion at a cost not to exceed $350,000 addi- tional, of which $47,000 remains to be appropriated. The amount expended under the present project up to June 30, 1908, was $109,077.75, and resulted in obtaining the project depth and width of channel in Academy Creek, in partially carrying out the project in East River, Turtle River, and opposite Brunswick Point, and in increasing the general depth on the bar by about 2 feet from the inner end of the channel to the bell buoy, a distance of 3 miles. The total amount expended for the improvement of Brunswick Harbor up to June 30, 1908, was $536,957.15. The proportion of the present project accomplished to June 30, 1908, was about 22 per cent, at which time the work was being carried forward under contract and satisfactory progress was being made. On June 30, 1908, the controlling depth on the shoal in Brunswick River, opposite Brunswick Point, was 27 feet at mean high water. In East River the controlling depth was 27 feet, in Academy Creek 30 feet, in Turtle River 25.5 feet, and in the channel across the outer bar 26 feet. The mean rise and fall of tide on the bar is 6.6 feet, at Brunswick Point 7 feet, and at the city of Brunswick 7.4 feet. It is proposed to apply the available balance and additional appro- priation recommended in carrying out the approved project. The ad- ditional work proposed is for extension of benefits. Before improvement in 1880 the annual commerce of Brunswick Harbor amounted to about 100,000 tons, valued at $1,700,000. The total commerce of the port for the calendar year 1907 amounted to 1,500,000 tons of freight, valued at $45,091,756. The commerce con- sists principally of cotton, lumber, cross-ties, naval stores, and general merchandise. The effect of the improvement has been to cause a reduction of ocean-going freight rates on lumber of 25 per cent and on naval stores of 0 per cent. A list of the Annual Reports of the Chief of Engineers and of executive documents containing the various projects, maps, history of the work, etc., may be found printed on page 284 of the Annual Report of the Chief of Engineers for 1905. Reference to report on survey of Brunswick Harbor, inner and outer, provided for by the river and harbor act of March 3, 1905, RIVER AND HARBOR IMPROVEMENTS. 841 will be found on page 312 of Annual Report of the Chief of Engi- neers for 1906. Pursuant to a requirement in the river and harbor act of March 2, 1907, an investigation has been made relative to the control and use of wharfage privileges at Brunswick Harbor, and report thereon was duly transmitted to Congress and printed in House Document No. 326, Sixtieth Congress, first session. July 1, 1907, balance unexpended ------------------------------ $158, 770. 75 Amount appropriated by sundry civil act, approved May 27, 1908 - 303,000. 00 461, 770. 75 June 30, 1908, amount expended during fiscal year for works of im- provement ------------------------------------------------ 109, 077. 75 July 1, 1908, balance unexpended ------------------------------- 352, 693.00 July 1, 1908, outstanding liabilities ------------------------------ 41, 162.26 July 1, 1908, balance available---------------------------------311, 530.74 July 1, 1908, amount covered by uncompleted contracts------------ 325, 031.73 Amount (estimated) required for completion of existing project -- 47, 000. 00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------- 47, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O 7.) 8. Inside water route between Savannah, Ga., and Fernandina, Fla.-This route consists of a series of bays and tidal sloughs, making a connecting waterway not exposed to rough water except at a few points in stormy weather. The waters forming the route are shown on Coast Survey charts Nos. 156 and 157. It is navigable from Savannah, Ga., to Fernandina, Fla., Brunswick, Ga., and Darien, Ga. The distance from Savannah to Fernandina is 160 miles. Touching at Darien en route increases this by about 20 miles and at Brunswick by about 12 miles. The project of improvement was adopted in 1892 and provides for the establishment of a channel 7 feet deep at mean low water. This is to be accomplished by the improvement of Romerly Marsh, Mud River, Little Mud River, and Jekyl Creek. The estimated cost of the improvement was $105,000, provided the entire sum be made available at one time. The total amount expended under this project up to June 30, 1908, was $110,521.80 (of which $46,011.86 was for maintenance), which, added to the amount expended for Jekyl Creek and Romerly Marsh, $71,108.77, makes a total of $181,630.57. The river and harbor act of March 2, 1907, appropriated the sum of $30,000 for continuing the improvement and for maintenance, and authorized a resurvey to be made to determine the best route of said waterway for further improvement. This survey has been made, but report thereof had not been submitted by the district officer at the close of the fiscal year. Work for maintenance during the fiscal year consisted in the plac- ing of 2,245.9 bushels of oyster shells on the training wall in Jekyl Creek. 342 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The proportion of the approved project accomplished up to June 30, 1908, was about 80 per cent. On June 30, 1908, the controlling depth between Savannah and the mouth of Vernon River was 2 feet, at mean low water, in Parsons Cut, and between the mouth of Vernon River and Fernandina it was 51 feet, at mean low water, in the Florida Passage. By way of the new route through Skidaway Narrows (now under improvement) the controlling depth between Savannah and the mouth of Vernon River was 3 feet, at mean low water. By waiting on the tides, however, at Parsons Cut or at Skidaway Narrows, a navigation in excess of 7 feet could be carried from Savannah to Fernandina. The mean rise and fall of the tide varies at different localities from 6.5 feet to 8 feet. It is proposed to apply the available balance and additional appro- priation recommended toward securing and maintaining a 7-foot navigation, at mean low water. throughout the entire route. ,The additional work proposed is for extension of benefits. The value of the commerce passing over this route was estimated in 1890 at, between $200,000 and $300,000 per annum. During the calendar year 1907 the commerce amounted to 151,670 tons of freight, valued at $3,134,000. There was also rafted on this route during 1907 81,980,000 feet B. M. of timber valued at $1,335,000. Little, if any, of this commerce passed over the whole extent of the route. It is impracticable to determine the effect of this improvement upon freight rates, as at present the different portions of the route are used locally, and comparatively few vessels engaged in commerce pass over the entire length of it. A list of the Annual Reports of the Chief of Engineers and of executive documents containing the various projects, ma ps, history of the work, etc., may be found printed in the Annual Report of the Chief of Engineers for 1905, page 285. July 1, 1907, balance unexpended -------------------------------- $30, 478. 93 June 30, 1908, amount expended during fiscal year: For works of improvement__ $5, 950.08 For maintenance of improvement ------------------ 50. 65 - 6, 000. 73 July 1, 1908, balance unexpended -------------------------------- 24, 478. 20 July 1, 1908, outstanding liabilities 2, 1------------------------- 75 July 1, 1908, balance available----------------------------- 22, 284.45 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 -------------------- 41, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix O 8.) 9. Skidaway Narrows, Georgia.-The Narrows is a narrow, tor- tuous water course, and when improved will constitute an alternative or additional route for a portion of the inside waterway between Savannah, Ga., and Fernandina, Fla. In its present condition it is navigable only at high water for small sailboats and pleasure launches. The approved project of improvement was adopted by the river and harbor act of March 3, 1905, and will be found printed in the Annual Report of the Chief of Engineers for 1904, pages 1680-1684. RIVER AND HARBOR IMPROVEMENTS. 343 This project contemplated the establishment of a navigable channel 6 feet deep at mean low water and 75 feet wide at bottom, connecting Burnside River with Isle of Hope (or Skidaway) River, the route of such channel to be through the marsh and hammock land to the west of the Narrows. Subsequent developments made it necessary to aban- don this route-principally on account of the difficulty in obtaining the desired right of way through private property. A new route, following practically the course of the Narrows, has been adopted. The estimated cost of the improvement by the new route is $55,000. The amount expended up to June 30, 1908, was $34,595.19. With the $20,000 appropriated by the river and harbor act of March 3, 1905, a channel with a bottom width of 60 feet and a depth of 5 feet at mean low water was provided over a portion of the adopted route, making it available for commerce at high water. With the $35,000 appropriated by the river and harbor act of March 2, 1907, this channel is to be deepened to not less than 6 feet at mean low water and widened to 75 feet, and a channel of equal proportions dredged along the remainder of the route. Dredging operations were begun October 12, 1907, and were in progress at the close of the fiscal year. While the work already done renders navigation through the Nar- rows much easier at high water, the route will not be available at low water until the additional dredging mentioned above is completed. The mean rise and fall of tide at this locality is 8 feet. The proportion of the approved project accomplished up to June 30, 1908, was about 65 per cent. It is proposed to expend the available balance in completing the improvement. Although the improvement is far from complete, this route, which is about 6 miles shorter from Savannah to the south than the old route, is extensively used, but it is not practicable to separate its commerce from that of the inside route, of which it forms a part. This improvement has not yet been carried far enough to produce any material reduction in freight rates. July 1, 1907, balance unexpended ------------------------------ $34, 432. 85 June 30, 1908, amount expended during fiscal year for works of im- provement-------------------------------------------------- 14, 028.04 July 1, 1908, balance unexpended ------------------------------- 20, 404.81 July 1, 1908, outstanding liabilities-------------------------- 4, 4197. 60 July 1, 1908, balance available _._..16, 207.21 July 1, 1908, amount covered by uncompleted contracts ------------ 15, 973.54 (See Appendix O 9.) 10. Cumberland Sound, Georgia and Florida.-Inits original con- dition the available depth at the entrance varied from 11 to 12.5 feet at mean low water. The point of crossing the bar was subject to very great changes in location, moving in a series of years as much as 1J miles. The distance from the outer bar to the city of Fernandina, Fla., is about 61 miles. The project of improvement submitted in 1879 and revised by a Board of Engineers in 1891 provides for the construction of two low jetties from the shores on opposite sides of the entrance and extend- ing seaward across the bar upon lines so directed that the ends will 844 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be parallel to each other and about 3,900 feet apart. These jetties were intended to establish a low-water channel across the bar not less than 19 feet in depth. The cost of the improvement was originally estimated at $2,071,023, and as modified at $1,606,500, for the comple- tion of low jetties, and at $2,079,500 if high jetties were found necessary. There was expended under this project $932,500. The present project, which was adopted by act of Congress of June 3, 1896, provides for the establishment of a channel across the bar 19 feet deep at mean low water by the construction of two jetties of stone, resting on a foundation of brush mattresses, on the same line as those in the previous project, the scour between the jetties to be aided by dredging, if necessary, the total cost of the improvement, at the time of this project, to be $2,350,000, exclusive of amounts pre- viously appropriated. The amount expended under this project up to June 30, 1908, was $2,358,022.89 (of which $254,194.36 was for maintenance), which, added to the amount previously expended, gives a total expenditure for this work of $3,290,522.89. A refundment of $3,944.13 and a total of $8.90 received from sale of unserviceable property have been received and deposited to the credit of the appropriation. By this expenditure two stone jetties have been constructed and a seagoing dredge provided, which together have produced a navigable channel with a minimum width of 400 feet and a controlling depth of 24.5 feet at mean low water, or 5.5 feet more than called for by the project. All work done during the fiscal year was for maintenance, and con- sisted of the following: The United States seagoing dredge Cumberland removed a total of 186,981 cubic yards of material in straightening and deepening the channel alongside the north jetty. A cross-section survey was made of the outer end of the south jetty and a complete survey made of the entrance between the jetties and the outer bar. Four miles of high-water line on the south end of Cumberland Island was located and plotted. Ranges were established marking the channel along the north jetty. Specifications were issued and contract entered into for repairing the south jetty. On June 30, 1908, the ship channel alongside the north jetty had a controlling depth of 24.5 feet at mean low water, with a general depth of 25 feet. The channel has a minimum width of 400 feet and is upon a straight line defined by ranges on Amelia Island. The channel on the south side of the entrance has continued to deepen and enlarge during the past year and on June 30, 1908, had a controlling depth of 22 feet at mean low water. The mean rise and fall of tide is 6 feet. The project for the improvement of Cumberland Sound was re- ported as completed in the Annual Report of the Chief of Engineers for 1905, page 1287. It is proposed to apply the available balance and additional appro- priation recommended toward raising the low places in the north and south jetties to high-water mark, filling voids and openings in the north jetty, and constructing mounds at the outer ends of both jetties, and for such repairs to the dike on Cumberland Island and such dredging in the jetty channel as may become necessary. RIVER AND HARBOR IMPROVEMENTS. 845 The additional work proposed is for extension of benefits. As Cumberland Sound merely constitutes the ocean entrance to Fernandina Harbor the commerce is practically the same as that for Fernandina, and since the h1arbor of Fernandina is now a special work of improvement the commerce is given under that head. The effect of the improvement has been to cause a reduction in freight rates of from 25 to 40 per cent. A list of the Annual Reports of the Chief of Engineers and of executive documents containing the various projects, history of the work, maps, etc., may be found printed on page 288 of the Annual Report of the Chief of Engineers for 1905. Reference to reports on examination and survey of Fernandina Harbor, ordered by the river and harbor act of March 3, 1905, will be found on page 312 of the Annual Report of the Chief of Engineers for 1906. July 1, 1907, balance unexpended ------------------------------ $117, 201.46 Amount received from refundment ------------------------------ 2.00 117, 203. 46 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------- 16, 273.32 July 1, 1908, balance unexpended ------------------------------ 100, 930. 14 July 1, 1908, outstanding liabilities ------------------------------ 201. 77 July 1, 1908, balance available.... 100, 728.37 July 1, 1908, amount covered by uncompleted contracts ----------- 74, 100. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the bal- ance unexpended July 1, 1908 ----- -------------- 50, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix O 10.) 11. FernandinaHarbor,Florida.-As will be seen from Coast Sur- vey chart No. 453, the lower end of Amelia River forms a deep basin opposite the city of Fernandina, which portion of the river is known as Fernandina Harbor. The lower end of the harbor connects with Cumberland Sound and is 2 miles from the bar. The harbor is about 1,300 feet in width at the entrance and about 2 miles long. It em- braces about 160 acres of well-sheltered anchorage ground, with a depth greater than 25 feet at mean low water, but is somewhat ob- structed by small shoals. Above this basin there exists a shoal some 4,000 feet in length, with low-water depths over same ranging from 14 to 18 feet. Above this shoal the river separates into two estuaries, which carry deep water for about 2 miles. A project providing for such extensions of the depth and width of the channel in front of the town of Fernandina as will meet the requirements of commerce will be found printed as House Document No. 388, Fifty-ninth Congress, first session. The improvement proposed consists in dredging a channel with widths varying from 400 to 600 feet and depths from 20 to 24 feet at mean low water, in front of and to a short distance above (southwest of) the city of Fernandina. The estimated first cost of this work is $115,000, with $15,000 at periods of every two or three years for maintenance after completion. 846 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This project was adopted by act of Congress approved March 2, 1907, which appropriated $115,000 for its completion. Work under the project was begun September 14, 1907, and at the close of the fiscal year all dredging pyrovided for was practically completed. On June 30, 1908, the controlling depth in the channel just above Old Fernandina was 25 feet at mean loiv water, from a point oppo- site Calhoun street to the Hill and Nassau docks, 23 feet; and from this latter point to the mouth of Lanceford Creek, 21 feet. The mean rise and fall of tide is 6 feet. The amount expended up to June 30, 1908, was $85,092.98. On June 30 the project was about 90 per cent completed. It is proposed to expend the available balance in completing the improvement. Before the improvement of Cumberland Sound (in 1879), which constitutes the ocean entrance to Fernandina Harbor, the annual in and out bound tonnage at Fernandina was about 300,000, and the value of imports and exports estimated at about $2,500,000. The commerce of the port during the calendar year 1907 amounted to 730,000 tons, with a value of about $14,363,429. The chief articles of export are lumber, phosphate rock, and naval stores. The effect of the improvement of Cumberland Sound has been to cause a reduction in freight rates of from 25 to 40 per cent. It can not now be said what further effect the improvement of Fernandina Harbor will have upon these rates. July 1, 1907, balance unexpended------------------------------$115, .000. 00 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------ 85, 092. 98 July 1, 1908, balance unexpended ------------------------------- 29, 907. 02 July 1, 1908, outstanding liabilities ----------------------------- 14, 776. 76 July 1, 1908, balance available , 130. 26 15---------------------------- July 1, 1908, amount covered by uncompleted contracts ----------- 7, 419.99 (See Appendix O 11.) 12. Removing sunken vessels or craft obstructing or endangering navigation.-There was expended $1,197.79 during the fiscal year in connection with the removal, during the previous year, of the wreck of the American schooner Arthur C. Wade, sunk in Savannah Harbor. (See Appendix O 12.) EXAMINATION AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACT APPROVED MARCH 2, 1907. Reports dated April 18, 1907, and March 24, 1908, on preliminary examination and survey, respectively, of SavannahRiver, for 30 miles below Augusta, Ga., required by the river and harbor act of March 2, 1907, were submitted by the district officer and were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law. They were transmitted to Congress and printed in House Document No. 962, Sixtieth Congress, first session. A plan for improvement, at an estimated cost of .$360,000, is presented. The local officer was also charged with the duty of making a re- survey of the inside water route between Savannah, Ga., and Fernan- RIVER AND HARBOR IMPROVEMENTS. 847 dina, Fla., required by the river and harbor act of March 2, 1907, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE JACKSONVILLE, FLORIDA, DISTRICT. This district was in the charge of Maj. Francis R. Shunk, Corps of Engineers, to August 26, 1907, and of Lieut. Col. Lansing H. Beach, Corps of Engineers, since that date. Division engineer, Lieut. Col. Dan C. Kingman, Corps of Engineers. 1. St. Johns River, Florida.-This work includes the improvement of the bar at the river mouth and the improvement of the channel from the bar to Jacksonville, a distance of 27.5 miles. Before im- provement there was a varying channel across the bar, sometimes 5, sometimes 7 feet deep, and shifting in location through a north and south range of 1 mile. Between the bar and Jacksonville the channel had a least mean low-water depth (at Dames Point) of 11.5 feet. The range of tide is 5.22 feet at the bar, 4.3 feet at Mayport, 1.8 feet at Dames Point, and 1 foot at Jacksonville. The first project of improvement, adopted in 1879, contemplated a channel 15 feet deep at mean low water from Jacksonville to the ocean. This was to be obtained by dredging and building training walls in the river and by building two stone jetties converging upon the bar, 1,600 feet apart at their outer ends. Under this project the sum of $1,417,000 was expended. As a result the bar channel was fixed and deepened to 13 feet, and the river channel was deepened to 16.5 feet. The present project, adopted in 1896 and modified in 1903, con- templates a channel from Jacksonville to the ocean 300 feet wide and 24 feet deep, except at Dames Point, where the width was to be 400 feet and the depth 25 feet, this channel to be obtained by dredging and building training walls in the river and by raising and extending the jetties. The estimated cost was $2,109,750, but for reasons stated in the district officer's report this estimate has been increased to $2,176,750. The funds appropriated have been expended in building a sea- going suction dredge (St. Johns) and a river dredge (Jacksonville). in dredging with the plant thus provided and by contract, in building training walls, and in raising and extending the jetties at the en- trance. The total expenditure to June 30, 1908, was $2,243,818.05, of which $175,175.99 was for construction of a seagoing dredge and $216,261.64 for work of maintenance. The result has been the com- pletion of the channel contemplated by the project, excepting through the shoals at Trout Creek and at White Shells. At the first place the channel is only about 230 feet wide, the remaining 70 feet being obstructed by rock and soft material. At White Shells the channel is narrowed about 60 feet by a ledge of coquina rock and has filled in until its width is not more than 150 feet. Shoaling occurred in the channel at Mile Point and White Shells, requiring work of maintenance. The mid-channel depth at the former place was restored during the year; at the latter the work was begun on the northerly side of the cut and carried as far to the southerly side as funds permitted. An available channel having a least depth of 24 feet now exists from the ocean to Jacksonville, al- though not yet such as is contemplated by the project. 348 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The building up of the inner portion of the north jetty has un- doubtedly materially assisted in the maintenance of the channel at the entrance, but the remaining low places in both jetties should be restored to the original height not only to secure future maintenance of the favorable conditions now obtaining, but also to prevent serious deterioration of the channel which will occur with certainty and rapidity unless the jetties are promptly restored to'the height and condition which it was calculated from the first they must have to serve the purpose for which they were built. The district officer esti- mates that the sum of $225,000 will be required for this work and that the sum of $75,000 will be required in addition for the maintenance of the dredged channel in the river above the entrance, a total of $300,000. Were it not for the improvement, freight rates from Florida to northern points would be 50 per cent greater than they are. The St. Johns River is navigable from the mouth to Lake Wash- ington, a distance of 276 miles, but for deep-draft vessels only as far as Jacksonville, 27.5 miles. The estimated value of the commerce for 1907 is $60,627,831. Tonnage by years: 1898, 494,474; 1899, 816,477; 1900, 649,221; 1901, 700,179; 1902, 903,191; 1903, 1,052,076; 1904, 1,000,316; 1905, 1,406,647; 1906, 2,455,101; 1907, 2,485,610. More detailed information may be found in Reports of the Chief of Engineers as listed on page 329 in Report of the Chief of En- gineers for 1907. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to widening the channel at White Shells cut and Trout Creek cut and for maintenance. The additional work proposed is for the purpose of extension of benefits. July 1, 1907, balance unexpended . ..------------------------------ $112, 997.13 Receipts from sales-------------------------------------------- 342. 41 November 26, 1907, allotted from emergency appropriation, river and harbor act of March 2, 1907 ------------------------------ 10, 000. 00 123, 339. 54 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $12, 135. 04 For maintenance of improvement ---------------- 109, 900. 00 122, 035.04 July 1, 1908, balance unexpended -------------------------------- 1, 304.50 July 1, 1908, outstanding liabilities ------------------------------ 50.00 July 1, 1908, balance available ---------------------------------- 1254.50 1, Amount (estimated) required for completion of existing project_ 67, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1.908---------------- 367, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 1.) 2. St. Johns River, Florida, opposite the city of Jacksonville.- The project for improving the St. Johns River from Jacksonville to the ocean provides for a channel 24 feet deep. Between the navigable channel and the pierhead lines at the city of Jacksonville the depths RIVER AND HARBOR IMPROVEMENTS. 849 are in many places considerably less than 24 feet. A project for secur- ing a depth of 24 feet at mean low water from the existing channel to the pierhead line on the left bank of the river, between the Florida East Coast Railway bridge and Hogans Creek, was adopted by the river and harbor act of March 2, 1907. The estimated cost (raised in 1908) is $586,500. Work upon this project was commenced October 1, 1907, and was still in progress at the end of the fiscal year. The total expenditure up to June 30, 1908, was $112,350.88. The result has been the removal of most of the shoal places between the railway bridge and the foot of Hogan street, forming about 26 per cent of the necessary work. The average rise and fall of tide is 0.8 foot, although under spe- cial conditions the river sometimes rises to a height of 3 feet above mean low water. For commercial statistics and other general information reference is made to the current report and summary on improvement of St. Johns River, Florida. It is estimated that the completion of the project will reduce freight rates about 10 per cent. It is proposed to apply the amount which is estimated as a profit- able expenditure in fiscal year ending June 30, 1910, to the completion of the project which is necessary to make the improvement available. July 1, 1907, balance unexpended ------------------------------ $371, 500. 00 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------- 112, 350. 88 July 1, 1908, balance unexpended ------------------------------- 259, 149. 12 July 1, 1908, outstanding liabilities ------------------------------ 31, 021. 19 July 1, 1908, balance available --------------------------------- 228, 127. 93 July 1, 1908, amount covered by uncompleted contracts----------- 169, 049.46 Amount (estimated) required for completion of existing project .. 215, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- 215, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 2.) 3. St. Johns River at Orange Mills Flats, Florida.-The object of this work is to obtain a 13-foot channel at mean low water from Jacksonville to Palatka. Before improvement there were four shoals, all near Orange Mills, of less depth than 13 feet. These were For- resters Point shoal, least depth 11.6 feet; Orange Mills flats, 9.8 feet; Racey Point shoal, 10.1 feet; and Tocoi shoal, 11.1 feet. The mean range of tide is 0.9 foot. The annual variation of water stage is about 3 feet. The project, adopted in 1893, is to dredge a channel 200 feet wide and 13 feet deep through the shoals named. The estimated cost (increased in 1906) is $185,000. The total expenditure up to June 30, 1908, was $118,506.50. The result has been the formation of a channel 13 feet deep, 160 feet wide, through Orange Mills flats and Forresters Point shoal and 120 feet wide through Racey Point and Tocoi shoals. 850 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project is about 64 per cent completed. The river is navigable to Lake Washington, a distance of 276 miles. The existence of the St. Johns waterway has probably had an important effect in keeping down freight rates, but the increase of the channel to 13 feet has not, so far as known, caused any changes in rates. For more detailed information see Report of the Chief of Engi- neers for 1898, pages 1344-1348; for 1901, page 1738; for 1904, pages 1690-1691. The commerce of the upper St. Johns is chiefly in lumber, shingles, building material, and general merchandise. Tonnage by years: 1898, 25,866; 1899, 122,074; 1900, 171,500; 1901, 67,500; 1902, 137 950; 1903, 269,610; 1906, 559,838; 1907, 273,070. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to widening existing channels, completing the project. The additional work proposed is for the purpose of extension of benefits. July 1, 1907, balance unexpended -------------------------------- $26, 230.74 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------------- 24, 737.24 July 1, 1908, balance unexpended --------------------------------- 1493. 1, 50 Amount (estimated) required for completion of existing project .. 65, 000.00 IAmount that can beprofitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908----------------------------------------- 65, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 3.) 4. Volusia bar, Florida.-The object of this improvement is to secure a channel 5 feet deep through the bar of that name at the head of Lake George, and from that lake to Lake Monroe. Before im- provement the channel at this locality was very crooked, with a low- water depth varying between 3.5 and 4.5 feet. The project, adopted in 1879 and modified in 1882 and 1887, pro- vided for the construction of two converging jetties and for dredg- ing, in order to secure a depth of 5 feet at mean low water, at an estimated cost of $25,000. The project was completed in 1887 and additional work required is for maintenance. As shoaling is continual, it has been found neces- sary to dredge from time to time in order to maintain the requisite depth. The total expenditure up to June 30, 1908, was $44,000, of which $19,000 was for work of maintenance. As a result there is now a channel from Palatka to Sanford having a least depth of 5 feet at mean low stage. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to maintenance of existing channels. The usual variation of water level is 2 feet; the extreme variation, Bj to 5 feet. RIVER AND HARBOR IMPROVEMENTS. 351 .The existence of the St. Johns waterway has probably had an im- portant effect in keeping down freight rates, but the increase of the channel depth to 5 feet has not, so far as known, caused any change in freight rates. For more detailed information see Report of the Chief of En- gineers for 1896, pages 1313-1314; for 1897, page 1550; for 1905, page 1296. The commerce of this portion of the river is chiefly in grain, fer- tilizers, ship stores, vegetables, and general merchandise. The esti- mated value of the commerce for 1907 is $2,753,770. Tonnage by years: 1898, 21,959; 1899, 26,358; 1900, 31,511; 1901, 32,437; 1902, 53,678; 1903, 55,922; 1904, 60,347; 1905, 111,162; 1906, 412,703; 1907, 66,005. July 1, 1907, balance unexpended ------------------------------- $5, 510.03 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 5, 510. 03 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement ---------------- 5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 4.) 5. Oklawaha River, Florida.-Before improvement this river was obstructed by snags, accumulation of drift, and overhanging trees. The project, adopted in 1891, was to clear the river of obstructions, so as to give a navigable channel 4 feet deep at mean low stage from the mouth to Leesburg, a distance of 94 miles, at an estimated cost of $26,000. This was modified by the river and harbor act of March 2, 1907, which provided for removing obstructions and deepening the channel to 6 feet at mean low water from the mouth of the Okla- waha to the head of Silver Springs Run at an estimated additional cost of $15,000. This project is printed in House Document No. 782, Fifty-ninth Congress, first session. Up to June 30, 1908, the total expenditure under this project was $38,810.36, of which $16,208.07 was for work of maintenance. As a general result, there is a fairly well cleared channel 6 feet deep for the first 32 miles of the stream, a practicable channel 4 feet deep at ordinary low stages of the river to Silver Springs Run, 53 miles from the St. Johns River, and a channel 3 feet deep at ordinary stage of water to Leesburg, the head of navigation, 94 miles from the mouth. Owing to the unprecedentedly low water during the past several months this depth of 3 feet does not at present exist. Silver Springs Run, 51 miles long from the Oklawaha to its head at Silver Springs, affords the best channel of the entire route. As a result of the expenditure for maintenance, several shoal places have been dredged and many snags and overhanging trees removed. The original project is believed to be about 55 per cent completed, but owing to the fact that logs and snags are carried by freshets into the stream or moved from the sides into the channel, more work will have to be done than can be estimated from examination or survey. During freshets the water sometimes rises to a height of 4 feet above its normal stage. 352 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The improvement has had no appreciable effect upon freight rates. The commerce concerned is small. The boats using the river are chiefly excursion steamers, which run during the winter months. One steamer, however, runs regularly during the entire year and affords the only means of communication for the adjacent country. Tonnage by years: 1898, 4,481; 1899, 4,291; 1900, 4,847; 1901, 4,530; 1906, 9,298; 1907, 9,129. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1910, to making certain cut-offs, dredging shoals, and removing snags and overhanging trees in the lower river, and in deepening shoal places in the upper river. The additional work proposed is for the purpose of extension of benefits and for maintenance. For further information see Report of Chief of Engineers for 1896, pages 1314-1316; for 1905, page 1298. July 1, 1907, balance unexpended -------------------------------- $13, 068.34 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $10, 670.63 For maintenance of improvement ----------------- 2, 2208.07 12, 878. 70 July 1, 1908, balance unexpended --------------------------------- 189.64 Amount (estimated) required for completion of existing project .. 18, 208.07 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------------------ 6, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 5.) 6. Indian River, Florida, between Goat Creek and Jupiter Inlet.- Indian River is a narrow sound between the coast and an outlying fringe of islands. Before improvement the ruling depth was 2.5 feet. The tide is negligible. The project adopted in 1891 provides for a continuous channel be- tween Goat Creek and Jupiter Inlet 5 feet deep at mean low water and at least 75 feet wide in the straight reaches, with as much greater width as may be required in the turns. The estimated cost is $44,000. The total expenditure up to June 30, 1908, was $52,372.36,,of which $15,685.50 was for maintenance. As a result a channel was obtained 5 feet deep and nowhere less than 50 feet wide between Goat Creek and Pecks Lake. The work of maintenance has resulted in restoring the channel depth and width between Goat Creek and a point about 1 mile below St. Lucie Inlet. Between the latter point and Jupiter Inlet, a distance of about 15 miles, a few shoals have formed which slightly reduce the channel dimensions and these places still remain. The project is about 80 per cent completed. It is proposed to apply the amount estimated as a profitable expen- diture in fiscal year ending June 30, 1910, to deepening and widen- ing existing channels, completing the project. The additional work proposed is for the purpose of extension of benefits. The improvement has had no effect upon freight rates. The commerce of Indian River is small. No statistics are available for 1907. The waterway is used only by launches, small local steam- ers, and sailing vessels. RIVER AND HARBOR IMPROVEMENTS. 353 For history, description, and project see Report of Chief of Engi- neers for 1896, pages 1318-1320; for 1905, page 1299; 1906, page 1220. Tonnage by years: 1901, 66,593; 1902, 91,875. -------------------------------- July 1, 1907, balance unexpended__ $9, 327.76 Allotted from emergency appropriation, act of March 2, 1907-------- 10, 000.00 19, 327.76 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 15, 685.50 July 1, 1908, balance unexpended --------------------------------- 3, 642.26 July 1, 1908, outstanding liabilities ------------------------------- 2, 848. 77 July 1, 1908, balance available------------------------------------- 793.49 Amount (estimated) required for completion of existing project - 9, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908------------------------- 9, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 6.) 7. Biscayne Bay, Florida.-Before improvement, Biscayne Bay was navigable for boats drawing less than 3 feet of water. There was a channel, excavated at private expense, 12.5 miles long with a least depth of 10.5 feet, from Miami to the Atlantic Ocean near Cape Florida. The tidal range in the bay is about 1 foot. The river and harbor act of June 13, 1902, adopted in part a plan proposed by a Board of Engineer officers appointed in accordance with a provision in the river and harbor act of March 3, 1899. This plan contemplated a channel 18 feet deep from the wharves at Miami to the sea by way of a line entering the sea at a point about 4,000 feet north of Norris Cut, and a refuge basin of same depth, 1,200 feet long and 400 feet wide, in some suitable place, this channel to be protected by one or two jetties, as might be found necessary. The estimated cost of the entire improvement was $1,493,743. (See H. Doc. No. 662, 56th Cong., 1st sess.) The act of 1902 appropriated and authorized an expenditure of $300,000 for part of this work, and provided that the Florida East Coast Railway Company should con- struct, at its own expense, a basin 1,600 feet long and 500 feet wide adjacent to the wharves at Miami and the channel from said basin to the east side of the proposed refuge basin on the east side of the bay; that the amounts appropriated and authorized by Congress should be expended in constructing and protecting the portion of the channel extending to the sea from the terminus of the channel to be constructed by the railway company, of such approximately uniform depth and of such widths as would best serve the interests of naviga- tion and as could be constructed with the funds appropriated and authorized. The act further provided that before any part of the appropriation should be expended the said railway company should enter into a contract with the United States for the performance of its part of the work. The act of March 2, 1907, modified the project by prescribing a width of 100 feet for the dredged channel, and by providing for a 57101--ENG 1908----23 854 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. jetty on the southern side of the entrance. The total estimated cost of the work authorized by Congress is $546,000, of which $27,000 remains to be appropriated under contract authorization of 1907. The total expenditure up to June 30, 1908, was $263,179.03, of which $9,759.17 was for emergency work of maintenance by the con- struction of shore revetment. As a result there is an available chan- nel 10 feet deep across the bay and the two jetties are nearly com- pleted, the granite capping of the south jetty and of the outer portion of the north jetty being still lacking. It is expected that the available balance will be expended in com- pleting the jetties and in dredging and rock removal. The project is about 46 per cent completed. The improvement in its incomplete condition has had no effect in reducing freight rates. A description of the bay, with report and recommendations of a Board of officers, may be found in Report of the Chief of Engineers for 1900, pages 1986 to 2013. (See also Report for 1905, pp. 1300-1302.) Tonnage by years: 1899, 18,089; 1902, 8,390; 1903, 13,319; 1904, 16,788; 1905, 40,700; 1906, 56,405; 1907, 106,010. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to the completion of the project. The additional work proposed is necessary to make the im- provement available. July 1, 1907, balance unexpended ------------------------------- $202, 115.67 Amount appropriated by sundry civil act approved May 27, 1908-- 119, 000. 00 321, 115. 67 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------ 55, 535. 05 July 1, 1908, balance unexpended --------------------------- 265, 580.62 July 1, 1908, outstanding liabilities ------------------------------ 37 528. 09 July 1, 1908, balance available ---------------------------------- 228, 052. 53 July 1, 1908, amount covered by uncompleted contracts ------------ 129, 808.91 Amount (estimated) required for completion of existing project -- 27, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement in addition to the bal- ance unexpended July 1, 1908 _-__ _ - --- -- __--_-------- -- 27, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 7.) 8. Hlarbor at Key West, Fla., and entrance thereto.-The entrance referred to is the northwest channel. While Key West Harbor ac- commodates vessels drawing about 27 feet, the ruling depth over the northwest bar, before improvement, was 10.5 feet at mean low water. The mean tidal range is 2.6 feet. The project adopted in 1889 contemplated a channel 17 feet deep at mean low water. This was to be secured by building two stone jetties, one to the northeast and one to the west of the channel, con- verging toward the bar, and by dredging, if necessary. The esti- mated cost of the east jetty was $500,000. No estimate was made of the entire project. RIVER AND HARBOR IMPROVEMENTS. 355 The act of March 2, 1907, modified the project by authorizing con- tinuance of work on the existing jetties or the building of training walls, in the discretion of the Secretary of War. The total expenditure up to June 30, 1908, was $519,969.64. As a result the east jetty is about 50 per cent completed and the west jetty about 20 per cent; the seagoing suction dredge was built, and a chan- nel has been dredged, having a least depth of 17 feet at mean low water over the northwest bar and a width of 100 feet. The maxi- mum draft that could be carried on June 30, 1907, was 15.5 feet at mean low water. It is proposed to apply the sum of $125,000 of the available bal- ance to work on the east jetty and the remainder to dredging or to jetty work, as may appear most advisable in the light of later de- velopments. An act of Congress, approved May 28, 1908, authorized the expenditure of $5,000 for the purpose of removing certain reefs from the main ship channel from the appropriation for im- proving this harbor, and a project for the expenditure of the sum authorized has been approved. The obstructions consist of masses of coral growth locally known as " coral heads." No work had been done at the end of the year. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to maintenance. The existence of the northwest channel has an important effect upon freight rates between Key West and Tampa. The commerce is chiefly in cattle, fertilizers, tobacco, sponges, and general merchandise. Tonnage by years: 1898, 72,968; 1899, 130,713; 1900, 30,594; 1901, 18,863; 19027 14,146; 1903, 134,043; 1904, 174,305; 19055 132,744; 1907, 189,258. For further information see listed references on page 335, Report of Chief of Engineers for 1907. Reference to report on examination made in compliance with act of March 2, 1907, will be found on page 369 of this report. July 1, 1907, balance unexpended - - $199,043.67 June 30, 1908, amount expended during fiscal year for works of im- provement---------------------- --- 6, 459.84 July 1, 1908, balance unexpended-- ----- 192, 583.83 July 1, 1908, outstanding liabilities - ---- 204.40 July 1, 1908, balance available_ _ - ___192, 379.43 Amount (estimated) required for completion of existing project Unknown. Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908-------------- 50, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 8.) 9. Kissimmee River, Florida.-Beforeimprovement the Kissimmee River was tortuous, shallow, and obstructed by snags and overhang- ing trees. At ordinary stages the least depth was about 2 feet, and in dry seasons navigation was altogether suspended. Canals had been made through some of the worst bends by private enterprise. 356 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project, adopted June 13, 1902, provided for a channel 30 to 60 feet wide and 3 feet deep at ordinary low-water stages in the Kis- simmee River (including the connecting canals and lakes) from the town of Kissimmee to Fort Bassinger, and for a channel 25 feet wide and 3 feet deep in Istokpoga Creek. The estimated cost of the im- provement was $24,220.90. The total expenditure to June 30, 1908, was $24,435.62, of which $3,659.54 was for work of maintenance. The project is 86 per cent completed. The result has been a deepening of the channel to a depth of 3 feet from the town of Kissimmee to Fort Bassinger, at ordinary stages of the river, and the removal of 3 shoals from Istokpoga Creek, near its mouth. On account of a long-continued drought the stream was not navi- gable on June 30, 1908. The maximum draft that can be carried at ordinary low-water stage is 15 inches. The annual variation of level of water surface is about 4 feet. The town of Kissimmee is at the head of navigation. The entire route from Kissimmee to Fort Bassinger, 991 miles, is navigable. The commerce of Kissimmee River is in lumber, cattle, fish, naval stores, fruits, vegetables, and general merchandise. On account of the low stage of the river there was little or no navigation for the year 1907, and the value of commerce could not be obtained. Com- mercial statistics for the calendar year 1907 are not available. Tonnage by years: 1901, 3,670; 1902, 9,655; 1903, 10,652; 1904, 2,863; 1905) 9,911; 1906, 10,111. The project has lowered freight rates by enabling the steamboats to run more months in a year than they did formerly. Freight is hauled by wagons when steamboats are not running, as there are no railroads in the vicinity. For reference to examination and survey, see page 289, Report of the Chief of Engineers for 1904. It is proposed to apply the available balance to dredging and trim- ming overhanging trees in Istokpoga Creek. The appropriation recommended is for maintenance of the improvement. The work proposed is to make the improvement available. July 1, 1907, balance unexpended--------------------------------$10, 956. 61 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------------ $5, 769.69 For maintenance of improvement ------------------- 2, 401.54 8, 171.23 July 1, 1908, balance unexpended --------------------------------- 2, 785.38 July 1, 1908, outstanding liabilities ------------------------------- 76. 26 July 1, 1908, balance available ----------------------------------- 2, 709. 12 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908-------------------- 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 9.) 10. Orange River, Charlotte Harbor, and Caloosahatchee River, Florida.-Theseworks were consolidated by the act of June 13, 1902. RIVER AND HARBOR IMPROVEMENTS. 357 (a) Orange River.-Before improvement the least depth was 2.5 feet at mean low water, and the channel was obstructed by snags and overhanging trees. The project, adopted June 13, 1902, provides for a channel 50 feet wide and 4 feet deep at mean low water from the mouth of the river to the head of navigation. The estimated cost was $2,500. The total expenditure to June 30, 1908, was $4,000, of which $2,000 was for work of maintenance. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to maintenance. There is now a navigable channel 50 feet wide and 4 feet deep at mean low water from the mouth of the river to the head of naviga- tion, excepting in the upper portion of the river the full channel width could not be obtained on account of the river width being less than 50 feet. The mean rise and fall of the tide is 1 foot. The annual variation of water level on account of freshets is about 2 feet. The maximum draft that can be carried at mean low water is 4 feet. The head of navigation is the iron bridge at Buckingham, about 51 miles from the mouth of the river. The commerce of Orange River is in fruits, vegetables, fertilizers, lumber, and general merchandise. The value of the commerce for the year 1907 was $277,669.34. Tonnage by years: 1896, 1,250; 1902, 7,155; 1903, 8,555; 1904, 3,099; 1905, 2,074; 1906, 6,258; 1907, 4,002. The freight rates are practically the same as before the improve- ment was made. For references to examinations and survey, see page 291, Report of Chief of Engineers for 1904, and page 369 of this report. July 1, 1907, balance unexpended ------------------------------- $1, 000.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 1,000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement -------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Charlotte Harborand CaloosahatcheeRiver from Puntarasato Punta Gorda.-This project was completed in 1903, and no further work is proposed. The amount expended is $106,000. (c) Caloosahatchee River between Puntarasa and Fort Thomp- son.-Before improvement there was a navigable channel with a least depth of 5 feet at mean low water from Puntarasa to Fort Myers, and thence with a least depth of 3.5 feet to Fort Thompson. The upper river was obstructed by snags and overhanging trees. The project, adopted in 1882 and modified in 1886 and 1888, pro- vided for a channel 100 feet wide and 7 feet deep at mean low water from the mouth to Fort Myers, for a channel 4 feet deep at mean low water across the shoal at Beautiful Island, and for snagging and cutting trees on the upper river. The project was completed in 1901, at a total cost of $33,600; the results contemplated were obtained. Since that time $7,468.76 has been expended in work of main- tenance. As a result there is a channel 4 feet deep from Fort Myers to Fort Thompson at ordinary stages of water. a See consolidated money statement on page 358. 358 REPORT OF THE CHIEF OF ENGINEERS), U. S. ARMY. On May 12, 1908, the Secretary of War allotted the sum of $3,000 from the emergency appropriation ($300,000) of the river and har- bor act of March 2, 1907, for maintenance operations, consisting of dredging shoals, removing snags, and trimming overhanging trees. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to maintenance. The maximum draft that could be carried on June 30, 1908, was 7 feet from the river entrance to Fort Myers and thence 4 feet to Fort Thompson. The mean rise and fall of tide at the river entrance is 1.6 feet. During freshets the water level in the upper reaches of the river rises considerably. The head of navigation is Fort Thompson. The navigable portion of the river from the mouth to Fort Thompson is 59.5 miles long. The commerce of Caloosahatchee River is in fruits, vegetables, fer- tilizers, and general merchandise. The value of the commerce for the year 1907 was $250,298.17. Tonnage by years: 1899, 33,101; 1900, 22,737; 1902, 27,895; 1903, 27,576; 1904, 12,255; 1905, 9,577; 1906, 22,265; 1907, 4,467. No change in the nature of the commerce has resulted from the improvement. The freight rates are practically the same as before the improvement was made. References to reports on examinations ordered by the river and harbor acts of March 3, 1905, and March 2, 1907, will be found on page 332 of the Annual Report of the Chief of Engineers for 1906, and on page 369 of this report. July 1, 1907, balance unexpended __-___- $1, 663.90 Allotted from emergency appropriation, act of March 2, 1907 -------- 3,000.00 4, 663.90 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------- 1, 632. 66 July 1, 1908, balance unexpended_-- 3, 031.24 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908-------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended -------------------------------- $2, 663.90 Allotted from emergency appropriation, act of March 2, 1907 -------- 3, 000. 00 5, 663.90 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 2, 632.66 July 1, 1908, balance unexpended --------------------------------- 3, 031. 24 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908--------------------------------------- 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 10.) 11. Sarasota Bay, Florida.-Before improvement there was a nav- igable channel in Sarasota Bay with least depth of 5 feet at mean low water, except at two shoals, where the depths were 4.3 and 3.5 a See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 359 feet, respectively. Little Sarasota Bay had a channel with a least depth of 1.2 feet at mean low water, except at one shoal which was bare at low water. The project, adopted in 1889, provides for a channel 100 feet wide and 5 feet deep at mean low water from Tampa Bay to Sarasota at an estimated cost of $17,500. The sum of $10,000 had been expended under this project when it was modified (in 1896) to include a channel 75 feet wide and 3 feet deep in Little Sarasota Bay from Sarasota to Caseys Pass. The esti- mated cost of completion of the entire project was $45,000, making a total estimate of $55,000, subsequently increased to $70,000. The river and harbor act of March 2, 1907, provided for continuing improvement from Tampa Bay to Venice. Venice is about 2 miles southeasterly from Caseys Pass. An examination of the waters be- tween Caseys Pass and the wharf near Venice, made in the spring of 1908 while dredging operations were in progress near there, showed that the least depth is 3 feet. Therefore, in accordance with the ex- isting project, no work is necessary beyond Caseys Pass. The total expenditure to June 30, 1908, was $55,035.25, of which $10,077.18 was for work of maintenance. The project, as modified by the river and harbor act of March 2, 1907, is about 61 per cent completed. As a result there is a channel 50 feet wide and 5 feet deep at mean low water from Tampa Bay to Sarasota. From Sarasota to Caseys Pass the channel is 3 feet deep at mean low water, and varying in width from 50 to 75 feet. The maximum draft that could be carried on June 30, 1908, was 5 feet to Sarasota, and thence to Caseys Pass, 3 feet. Mean rise and fall of tide is 1.5 feet. The work proposed will be partly for extension of benefits and partly to keep the improvement available. The commerce of Sarasota Bay is in naval stores, fruits, vegetables, fertilizers, fish, lumber, and general merchandise. The value of com- merce for the calendar year 1907 was $606,671.10. Tonnage by years: 1899, 9,424; 1902, 4,313; 1903, 4,755; 1904, 25,479; 1905, 8,556; 1906, 12 010; 1907, 13 350. The freight rates have been lowered 25 to 50 per cent, depending on freight classification, since the improvement was undertaken. For reference to examination and survey, see page 293, Report of Chief of Engineers for 1904. July 1, 1907, balance unexpended 738. 33 a-----------------------------$18 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------------- 18, 730. 83 July 1, 1908, balance unexpended -------------------------------- 7. 50 Amount (estimated) required for completion of existing project .. 25, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908---------------- 20, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 11.) a Balance unexpended as shown by the Annual Report for 1907 should read $18,738.33. 860 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY., 12. Manatee River, Florida.-Before improvement there was a least depth of 9 feet at mean low water over the bar at the river mouth; thence to Palmetto the least depth was about 6 feet; thence to Bradentown about 3 feet; thence to Ellenton 7 feet; thence to Rocky Bluff 6 feet; thence to Rye 11 feet. The first project, adopted in 1882, contemplated a channel 100 feet wide and 13 feet deep at mean low water from Tampa Bay to Shaw and McNeills points, a distance of 4 miles. This was changed in 1886 so as to provide for a channel 100 feet wide and 8 feet deep from Tampa Bay to Manatee, a distance of 9 miles. The total expenditure under this project was $34,000. In 1892 a new project was adopted reverting to the original plan of a channel 13 feet deep and 100 feet wide to Shaw and McNeills points. The estimated cost was $39,000. The sum of $12,000 was expended under this project. As a result of work under all these projects a channel was ob- tained 100 feet wide and 9 feet deep to Bradentown, thence 8 feet deep to Manatee. In 1897 a project was adopted for a cut-off to Terraceia Bay, at an estimated cost of $20,000. This was completed to a width of 100 feet and a depth of 6 feet at mean low water, for a total expenditure of $13,342. The present project, adopted March 3, 1905, provides for a channel 100 feet wide and 9 feet deep from McNeills Point to Rocky Bluff, and a channel 75 feet wide and 4 feet deep from Rocky Bluff to Rye. The estimated cost is $53,710. The total expenditure on the present project to June 30, 1908, was $18,454.35. There is now a channel 100 feet wide and 7 feet deep at mean low water as far as Rocky Bluff, thence 75 feet wide and 4 feet deep to Rye. A maximum draft of 9 feet could be carried to Bradentown, 8 feet to Ellenton, 7 feet to Rocky Bluff, and 4 feet to Rye on June 30, 1908, and 6 feet through Terraceia Cut-off. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to maintenance. Mean rise and fall of tides at Manatee River entrance is 1.6 feet. The annual variation of water surface in the upper river on account of freshets is about 3 feet. The head of navigation is Rye and length of the navigable channel is 20 miles. The commerce of the river is in fruits, vegetables, fuller's earth, lumber, naval stores, and general merchandise. No commercial statistics for the year 1907 are available. Tonnage by years: 1898, 23,800; 1899, 43,542; 1900, 55,162; 1902, 34,495; 1903, 44,367; 1904, 46,517; 1905, 49,644; 1906, 88,153. Freight rates have not materially changed as a result of the improvement. For report of examination and survey made in 1902, see pages 1749-1756, Report of Chief of Engineers for 1904. It is proposed to apply the available balance to dredging in order to complete the project, and to maintenance. The present project was 38 per cent completed on June 30, 1908. RIVER AND HARBOR IMPROVEMENTS. 361 July 1, 1907, balance unexpended ------------------------ - $68, 889. 76 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------- 6, 625.31 July 1, 1908, balance unexpended------------------------------- 62, 264.45 July 1, 1908, outstanding liabilities ------------------------------ 766. 00 July 1, 1908, balance available ---------------------------------- 61, 498. 45 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------------- 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 12.) 13. Tampa Bay, Florida.-Before improvement the least depth between the Gulf of Mexico and Port Tampa was 13 feet. The first project, adopted August 11, 1888, contemplated a channel 200 feet wide and 20 feet deep at mean low water from Tampa Bay to Old Tampa Bay. The estimated cost was $63,000. Prior to this work was carried on in connection with improvement of Hillsboro Bay. The toal expenditure under this project was $50,000. A new project was adopted March 3, 1899. It provided for a chan- nel 27 feet deep at mean low water from the Gulf of Mexico to Port Tampa, 500 feet wide across the bar and 300 feet wide in the bay, a channel of full width and 24 feet deep to be first secured, and sub- sequently deepened. The estimated cost was $750,000. The total expenditure under this project was $345,045.80. As a result a channel was formed 128 to 300 feet wide, with a least depth of 24 feet at mean low water. The project was modified March 3, 1905, by reducing the proposed depth to 26 feet and by providing that no expenditure should be made until the owners of the terminals at Tampa Bay should by valid con- tract agree that the wharfage charges at such terminals should be sub- mitted for approval to the Secretary of War. A schedule of such charges was approved by the Secretary of War on October 26, 1906. The amount expended under the revised project to June 30, 1908, was $171,319.45, including contingent expenses and completion of the Government dredge Key West. Operations during the year consisted in dredging with Govern- ment plant and, under contract, in prosecution of the project, which is 54 per cent completed. The maximum draft that can be carried at mean low water is 24 feet. Mean rise and fall of tide at Tampa Bay entrance is 1.5 feet and at Port Tampa 2 feet. The head of navigation for 24-foot draft is Port Tampa, 35 miles from deep water in the Gulf of Mexico. The commerce is in phosphate, lumber, coal, crude petroleum, tobacco, grain, and general merchandise. The value of commerce for the year 1907 was $12,343,675.15. Tonnage by years: 1896, 276,638; 1898, 236,136; 1899, 238,305; 1900, 350,761; 1901, 416,503; 1902, 462,703; 1903, 435,867; 1904, 591,181; 1905, 604,131; 1906, 838,378; 1907, 885,202. 8362 REPORT OF THE CHIEF OF ENGINEERSy U. S. ARMY. The freight rates have been lowered 20 per cent on phosphate ship.- ments since the improvement was undertaken. It is proposed to expend the available balance in dredging. The proposed work is for extension of benefits. For report of examination and survey of Tampa Bay, see Report of Chief of Engineers for 1897, page 1596 et seq. July 1, 1907, balance unexpended ------------------------------ $229, 200. 18 Receipts from sales --------------------------------------------- 10. 75 229, 210. 93 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------------- 135, 551. 72 July 1, 1908, balance unexpended ------------------------------- 93, 659.21 July 1, 1908, outstanding liabilities ------------------------------- 6, 6782.79 July 1, 1908, balance available_---------------------------------- 76, 876. 42 July 1, 1908, amount covered by uncompleted contracts ---------- 72, 481. 50 t Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance onf improvement, in addition to the balance unexpended July 1, 1908 ---------------------------- 25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 13.) 14. Hillsboro Bay, Florida.-Before improvement the channel from deep water in Hillsboro Bay to the city of Tampa was narrow and tortuous, with least depth of about 4 feet at mean low water. The first project, adopted in 1880, provided for a channel 9 feet deep at mean low water, 150 feet wide in the bay and 200 feet wide in Hillsboro River. In 1888 the proposed depth was reduced to 8 feet. This project was practically completed in 1893, at a cost of $80,000. A second project, adopted March 3, 1899, contemplated a channel 12 feet deep at mean low water, 150 feet wide in the bay and 200 feet wide in the river, from the 12-foot contour in the bay to a point 100 feet south of the Lafayette Street Bridge in Hillsboro River. The estimated cost was $300,000. The total expenditure under this project was $275,000. The project was completed, except that *the width in a small part of the bay channel was only 110 feet. A new project adopted March 3, 1905, provided for a channel 20 feet deep at mean low water and 150 feet wide from the lower bay to the mouth of Hillsboro River, with a turning basin at inner end 450 feet wide and 1,050 feet long, at an estimated cost of $448,350. The work was completed on February 29, 1908. The full depth was obtained in the channel excepting in the northwesterly end of the turning basin, where there is a minimum depth of 16.8 feet at mean low water, that having been permitted by a supplemental agreement entered into with the contractor on September 24, 1907. The total expenditure to June 30, 1908, under this project was $410,014.53. The maximum draft that can be carried at mean low water through Hillsboro Bay to the head of the turning basin, 360 feet from the mouth of HTillsboro River, is 20 feet. Mean rise and fall of the tide in Hillsboro Bay is 2.2 feet. The head of navigation for 20-foot draft vessels is Hendry & Knights Garrison dock at Tampa, which is situated on a channel RIVER AND HARBOR IMPROVEMENTS. 363 connecting with the turning basin that was dredged by private capital. The head of navigation is 41 miles from deep water in the Gulf of Mexico. The commerce of Hillsboro Bay is in fruits, vegetables, fertilizers, fuller's earth, naval stores, lumber, and general merchandise. The value of the commerce for the year 1907 was $18,325,791.53. Tonnage by years: 1898, 32,070; 1899, 87,740; 1900, 96,029; 1901, 131,208; 1902, 169,844; 1903, 228,252; 1904, 274,399; 1905, 307,460; 1906, 450,056; 1907, 520 629. The freight rates by water have been lowered about 25 per cent since the improvement was undertaken. For reference to examination and survey see page 295 of Report of Chief of Engineers for 1904. It is proposed to expend the available balance for maintenance of the project. July 1, 1907, balance unexpended ------------------------------ $148, 377.59 Receipts from sales, $20.24; monuments at Gasparilla Island, $175.15 -------------------------- 195. 39 148, 572. 98 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 111, 024.48 July 1, 1908, balance unexpended -------------------------------- 37, 548. 50 July 1, 1908, outstanding liabilities ------------------------------ 500. 00 July 1, 1908, balance available ---------------------------------- 37, 048. 50 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908-------------------------------- 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 14.) 15. Crystal, Anclote, and Suwanee rivers, Florida.-These works were consolidated by the act of June 13, 1902, and included Manatee and Withlacoochee rivers. The river and harbor act of March 3, 1905, made separate provision for Manatee River, and the act of March 2, 1907, made separate provision for Withlacoochee River. (a) Crystal River.-Before improvement the channel from the Gulf of Mexico to the town of Crystal River was tortuous and shal- low, the least depth being 2.7 feet at mean low water. The entrance to the river was obstructed by reefs and sand bars. The project, adopted June 13, 1902, contemplates a channel 60 feet wide and 6 feet deep at mean low water from the Gulf to the town of Crystal River. The estimated cost is $84,647.46. The total expenditure to June 30, 1908, was $23,476.67, of which $2,700 was for completion of the dredge Florida. The project was completed on December 6, 1906. The maximum draft that can be carried at mean low water is 2.7 feet. Mean rise and fall of the tide is 2.3 feet. The town of Crystal River is at the head of navigation, and the length of the navigable channel is 9 miles. The commerce of Crystal River is in lumber, pencil cedar, oysters, fish, and general merchandise. The value of the commerce for the year 1907 was $260,842.25. 864 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Tonnage by years: 1902, 1,785; 1903, 725; 1904, 6,875; 1905, 7,474; 1906, 8,291; 1907, 7,888. The freight rates have been lowered 10 per cent since the improve- ment was undertaken. For references to examinations and surveys see page 296 of Report of Chief of Engineers for 1904, and page 369 of this report. It is proposed to expend the available balance in maintenance. July 1, 1907, balance unexpended ----------------------------- $2,506.72 June 30, 1908, amount expended during fiscal year for works of improvement ---------------------------------------------- 776. 67 July 1, 1908, balance unexpended ... ------------------------------ 1, 730.05 (b) Anclote River, Florida.-Before improvement the channel be- low Tarpon Springs was narrow and tortuous and obstructed by shoals. The least mean low-water depth was 2 feet. The project, adopted March 3, 1899, contemplates a channel 100 feet wide and 6 feet deep at mean low water from Anclote anchorage to Sponge Harbor, and thence 4 feet deep at mean low water to the county bridge at Tarpon Springs. The estimated cost was $51,500. The total expenditure to June 30, 1908, was $20,654.06. There is now a channel 6 feet deep and 50 feet to 100 feet wide from Anclote anchorage to Sponge Harbor, and a channel 50 feet wide and 4 feet deep from Sponge Harbor to the bridge at Tarpon Springs. The maximum draft that can be carried at mean low water is 6 feet from Anclote anchorage to Sponge Harbor, and thence 4 feet to the county bridge at Tarpon Springs. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to widening existing channels, completing project. The additional work proposed is for the purpose of extension of benefits. The mean rise and fall of tide at Anclote River entrance is 2 feet. The head of navigation is the county bridge at Tarpon Springs. The length of the navigable channel is 5 miles. The commerce of Anclote River is in sponges, lumber, naval stores, and general merchandise. Tonnage, by years: 1899, 1,441; 1900, 1,000; 1903 2,138; 1904, 8,310; 1905, 31,050. No statistics are available for 1907. The freight rates have been lowered about 20 per cent. The project was 39 per cent completed at end of the fiscal year. For reference to examination and survey see page 297 of Report of Chief of Engineers for 1904. It is proposed to expend the available funds in dredging in con- tinuation of the improvement. July 1, 1907, balance unexpended --------------------------------__ $17, 000.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------- 654.06 July 1, 1908, balance unexpended----------------------------- 16, 345. 94 Amount (estimated) required for completion of existing project ._14, 500. 00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908_ - .__...__.. - -_ _. .___... ___. - (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897. a See consolidated money statement on page 366. RIVER AND HARBOR IMPROVEMENTS. 365 (c) Suwanee River, Florida.-Before improvement the channel in the Suwanee River was narrow and tortuous and obstructed by a bar at the entrance and by bowlders, soft rock shoals, snags, and over- hanging trees. The least depth at mean low-water stage was 15 inches. The project, adopted in 1879, provides for a channel 150 feet wide and 5 feet deep from the mouth to Rollands Bluff (75 miles) and thence 60 feet wide and 4 feet deep to Ellaville (60 miles). This is to be secured by dredging, building wing dams, and snagging. The estimated cost is $65,158. The total expenditure up to June 30, 1908, was $68,662.10, of which $9,203.96 was for maintenance. The project was 92 per cent completed on June 30, 1908. As a result, there is now a channel 5.8 feet deep at mean low water and 50 feet wide from the Gulf of Mexico to a distance of one-half mile above the mouth of the river, and thence to Rollands Bluff a channel 5 feet deep at mean low water and 100 feet wide. From Rol- lands Bluff to Beesons shoal, 21 miles below Ellaville, there is a chan- nel 4 feet deep at mean low water and varying from 30 to 100 feet in width. The maximum draft that can be carried at the river entrance is about 4 feet. Mean rise and fall of tide at Suwanee River entrance is 2.4 feet. The annual variation of the water surface in upper river on account of freshets is about 5 feet. The village of Ellaville is at the head of navigation. Length of the navigable channel is 135 miles. The commerce of Suwanee River is in lumber, naval stores, and general merchandise. The value of the commerce for the year 1907 was $560,603.23. Tonnage, by years: 1898, 106,346; 1899, 76,878; 1904, 71658; 1907, 25,705. The improvement has had no effect on freight rates. Only three steamers now operate on the river occasionally. It is proposed to expend the available funds in dredging. The proposed work is for extension of benefits. July 1, 1907, balance unexpended----------------------------------$7, 900.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement------------------------------------------------ 825. 20 July 1, 1908, balance unexpended ----------------- ------------ 7, 074. 80 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. GSee consolidated money statement on page 366. 866 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1907, balance unexpended -------------------------------- $27, 406. 72 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------------- $776.67 For maintenance of improvement -------------------- 1, 479. 26 2, 255.93 July 1, 1908, balance unexpended --------------------------------- 25, 150. 79 Amount (estimated) required for completion of existing project- .14, 500.00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908-------------------- 19, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 15.) 16. Withlacoochee River, Florida.-Before improvement the en- trance to the Withlacoochee River was crooked and obstructed by reefs. The least depth at mean low water was about 3 feet. Vessels loaded and discharged at an anchorage (called the loading pool) about 9 miles from the entrance. Inside the mouth there was a depth of 7 to 8 feet as far as Inglis, a distance of 9 miles. The original project, adopted in 1879, provided for a channel hav- ing an available depth of 2 feet during about half the year from the mouth of the river to Pembertons Ferry, a distance of 77 miles, and was completed in 1892, at a cost of $24,403.62. A balance of $296.38, together with $5,000 from the consolidated appropriation made by the river and harbor act of 1902, was applied to the construction of the dredge Florida. A project adopted June 13, 1902, provided for straightening the channel from the loading pool to the river mouth and deepening it to 8 feet, and for work of maintenance. The amount expended to June 30, 1907, was $30,000.41. As a result there is now a channel with a least depth of 7.8 feet at mean low water and a least width of 60 feet through the most obstructive shoals. A good deal of dredging has been done by the Port Inglis Terminal Company, unler permission granted by the Secretary of War. The present project, adopted by the river and harbor act of March 2, 1907, provides for a channel 100 feet wide and 10 feet deep at mean low water from Port Inglis to the anchorage in the Gulf of Mexico, at an estimated cost of $215,400, and $5,000 annually for maintenance. The act authorized continuing contracts for completing the work in the sum of $150,000, of which amount $50,000 is yet to be appropri- ated. Work under this project was commenced on April 11, 1908, and at end of the fiscal year the project was 3 per cent completed. The amount expended on present project to June 30, 1908, was $1,189.69. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to completing project. The additional work proposed is necessary to make the improvement available. The mean rise and fall of tide at Withlacoochee River entrance is 2.8 feet. The annual variation of water surface in the upper river on account of freshets is about 6 feet. RIVER AND HARBOR IMPROVEMENTS. 867 The head of navigation is Pembertons Ferry. Length of the navigable channel from the loading pool in the Gulf of Mexico to Port Inglis, at mouth of the river, is 9 miles; thence up the river to Inglis, 9 miles; thence to Pembertons Ferry, 68 miles. The commerce of Withlacoochee River is in phosphate, lumber, coal, iron pyrites, and general merchandise. Port Inglis, at mouth of the river; is a subport of entry. Vessels ply regularly from the anchorage basin off the river entrance to European ports with cargoes of phosphate. The value of the commerce for 1907 was $2,070,302.75. Tonnage, by years: 1899, 4,941; 1900, 2,550; 1902, 74,047; 1903, 115,269; 1904, 123,369; 1905, 249,884; 1906, 181,226; 1907, 206j509. The freight rates have been reduced about 30 per cent since the improvement was begun. It is proposed to expend the available funds for dredging. For improvement of the river, see Report of Chief of Engineers for 1904, pages 298-299 and 1710-1711. For report on preliminary examination and survey authorized by the river and harbor act of March 3, 1905, see House Document No. 483, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended----------------------------$65, 400. 00 Amount appropriated by sundry civil act approved May 27, 1908 -- 100, 000.00 165, 400. 00 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------------- 1, 1189. 69 July 1, 1908, balance unexpended ---------- 164, 210. 31 July 1, 1908, outstanding liabilities 662. 79 7,---------------------------- --------------------------------- July 1, 1908, balance available__ 156, 547.52 July 1, 1908, amount covered by uncompleted contracts ------------ 188, 441.89 Amount (estimated) required for completion of existing project -50, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 --- ---_--- --- --- - - -- - - --- 50, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 16.) 17. Removing the water hyacinth from Florida waters.-Before improvement many Florida rivers, especially the St. Johns and its tributaries, were badly obstructed by packs of hyacinths. The first project, adopted March 3, 1899, provided for the construction of a boat and booms and for destroying the water hyacinths by crushing. The estimated cost was $36,000, plus an undetermined amount for annual expenditure. Nothing was done under this project, as expe- rience in Louisiana showed that destruction by crushing was im- practicable. In 1902 a new project was adopted, providing for the destruction of the hyacinths by any means whatsoever. The plan adopted under this project was to spray the plants with an arsenical compound. The estimated cost was $50,000 per annum. Under this project the sum of $84,977.97 was expended. A steamer was purchased-and fitted up for spraying, and the main stream of 368 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the St. Johns River and a number of tributaries were cleared of hyacinths. The act of 1905 modified the project by prohibiting any process injurious to cattle. The plan consequently adopted is to close inlets, sloughs, etc., with booms, to break up the packs with a suitable boat, and propel them into the current in order that they may float away. The work during the year was mainly on Peters Creek, Trout Creek, Sixmile Creek, and Oklawaha River, all tributaries of the St. Johns River. The total expenditure up to June 30, 1908, was $108,258.60. In addition to the information obtained as a result of exhaustive experi- ments, the St. Johns River and many of its tributaries, 11 miles of the Withlacoochee River, and 15 miles of the Kissimmee River were cleared of hyacinths, in so far as they formed an obstruction to navigation. It is expected that the available balance will be expended in remov- ing the hyacinth from the navigable streams of Florida. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to continuing work of removing water hyacinths. The additional work proposed is for the purpose of extension of benefits. For further information see Reports of Chief of Engineers listed on page 346 of the Report of the Chief of Engineers for 1907, and see also pages 1333-1334 of the report for 1907. July 1, 1907, balance unexpended --------------------------- $24, 671.76 Receipts from sales, $97.50, rent of steamer Capt. Maguire, $311.30-- 408.80 25, 080. 56 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------- 6, 922. 36 July 1, 1908, balance unexpended---- ------------------------- 18, 158. 20 Amount (estimated) required for completion of existing project-.. Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908-------------------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix P 17.) 18. Removing sunken vessels or craft obstructing or endangering navigation.-The wreck of the steamer Ruby from the St. Johns River, Florida) near the westerly limits of the city of Jacksonville, was removed by the Government snag and dredge boat Florida December 27 to 30, 1907. A second wreck below the railroad bridge was reported a day or two after the Ruby was removed, and examination showed it to be a dangerous obstruction. This was likewise removed by the Florida January 3 to 6, 1908. The total cost of this work, including inci- dentals, was $400. The boiler removed from the wreck of the steamer Ruby was sold at auction for $50.50. The wreck of the schooner Eugene Batty in the northerly end of Hillsboro Bay, Florida, was removed April 13 to 16, 1908, by the use of a hired plant, at a total cost, including incidentals, of $227.57. RIVER AND HARBOR IMPROVEMENTS. 369 Funds have been allotted for removing several obstructions in the channel of Hillsboro River at Tampa, Fla. The obstructions con- sist of several piles and the wreck of an old phosphate dredge and washer. These obstructions had not been removed at the end of the year. EXAMINATIONS M1ADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were re- viewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Caloosahatchee River, Florida, from Lake Okechobee to the Gulf, including Orange River.-Report dated July 20, 1907, is printed in House Document No. 347, Sixtieth Congress, first session. The localities are not considered worthy of improvement by the United States further than contemplated by existing projects. 2. Preliminary examination of Crystal River, Florida.-Report dated August 9, 1907, is printed in House Document No. 395, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States further than contemplated by the existing project. 3. Preliminary examination of WVekiwa (WTekiva) River, Flor- ida.-Report dated June 6, 1907, is printed in House Document No. 532, Sixtieth Congress, first session. The locality is not con- sidered worthy of improvement by the United States. 4. Preliminary examination of harbor at Key West, Fla.-Report dated March 5, 1908, is printed in House Document No. 970, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States except as contemplated by the existing project. The local officer was also charged with the duty of making pre- liminary examinations and surveys provided for in the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. St. Lucia Inlet, Florida. 2. Estero Bay, Florida. 3. Hillsboro Bay, Florida, from turning basin to head of the estuary in the direction of Ybor. 4. ClearwaterHarborand Boca Ceiga Bay to Tampa Bay, Florida. 5. St. Johns River, Florida, from Sanford to Lake Harney. 6. St. Johns River, Florida, from Jacksonville to Sanford. IMPROVEMENT OF RIVERS AND HARBORS IN THE MONTGOMERY, ALABAMA, DISTRICT. This district was in the charge of Maj. J. B. Cavanaugh, Corps of Engineers, to October 9, 1907, and of Capt. H. B. Ferguson, Corps of Engineers, since that date. Division engineer, Col. E. H. Ruffner, Corps of Engineers. 57101-ENG 1908 24 370 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. East Pass and Carrabelle bar and harbor, Florida.-The town of Carrabelle is situated at the mouth of Carrabelle River, which empties into St. George Sound. The river forms the inner harbor and along the water front its channel varies from 9 to 14 feet in depth, with a minimum width of about 100 feet. Dog Island anchorage, a protected portion of St. George Sound, showing a 4-fathom depth over a considerable area, forms the outer harbor. Between the 10-foot contours in the inner and outer harbors there is a bar about 6,000 feet wide, which originally had a minimum low-water depth over it of 3.- feet to 4 feet. Dog Island anchorage is connected with the Gulf of Mexico by East Pass, which originally had limiting low-water depths of about 17 feet on the outer bar and 16.5 feet on the inner bar. The approved project for Carrabelle bar and harbor, Florida, adopted June 3, 1896, provides for dredging a channel 10 feet deep and 100 feet wide from Dog Island anchorage, St. George Sound, to the city of Carrabelle, at a cost estimated in 1900 at $47,300, in addi- tion to appropriations already expended on the project amounting to $22,399.54. By act of Congress approved June 13, 1902, this project was extended to include the improvement of East Pass by dredging a channel across the bar 201 feet deep and 150 feet wide, and closing an opening in Dog Island, at an estimated cost of $27,450. This project is about 30 per cent completed. By act of Congress approved March 2, 1907, the project was fur- ther extended to include a channel 18 feet deep and 100 feet wide from the 18-foot contour in the outer harbor to a point opposite the beacon situated about 1,000 feet up the river from its mouth, with a suitable turning basin, but the size of the basin was not fixed by Congress, and the estimated cost of the extension of the project has not been determined. The amount expended up to the close of the fiscal year ending June 30, 1908, was $80,511.46, of which $21,704.08 was expended prior to estimate of 1900, and about $31,298.51 has been applied to maintenance. The channel at the mouth of the river has been partially dredged from time to time. During 1906 it was completed to a width of 100 feet and a depth of 10 feet from the wharves at Carrabelle to a point 1,400 feet south of the red beacon, and also widened 100 feet at the turn opposite Timber Island, but it shoaled at the inner end. During the past fiscal year a channel 100 feet wide and 10 feet deep has been dredged from the wharves at Carrabelle for a distance of 5,130 feet. The remaining part of the channel has a depth of 10 feet for a width of about 80 feet, and the maximum draft that could be carried through the channel to the inner harbor on June 30. 1908, was 10 feet. The shoaling of this channel is believed to be due largely to storm action, and it should be protected to the eastward. This will be largely accomplished by the work which the Georgia, Florida and Alabama Railway Company is to undertake. In 1904 the channel across the outer bar was deepened by dredg- ing from about 17 feet to 20 feet, and across the inner bar from about 16.5 feet to 17.5 feet, this limiting depth, being confined to a short distance. d RIVER AND HARBOR IMPROVEMENTS. 371 As the crooked channel through the crossover and around the inner bar is about l1 feet deeper than the dredged channel, the limiting depth through East Pass on June 30, 1908, was 19 feet at mean low water. The ordinary range of the tide is about 2 feet. The commerce of the port of Carrabelle, Fla., consists princi- pally of timber, naval stores, dressed and kiln--dried lumber, shingles, fish, oysters, and general merchandise, and for the year ending June 30, 1908, it is estimated at a valuation of $400,000. With the completion of the project, a substantial reduction in ocean rates may be expected, due to increased draft and improved facilities for lighterage, and a further reduction on freight handled by rail should result from the improvements projected by the Georgia, Florida and Alabama Railway Company in connection with the 18-foot channel and turning basin. It is proposed to apply the amount estimated as a profitable ex- penditure during the fiscal year ending June 30, 1910, in maintenance to keep the improvement available. Refrence to reports on examinations and surveys of this harbor will be found on pages 333 and 355 of Report of the Chief of Engi- neers for 1906. July 1, 1907, bnlance unexpended ------------------------------- $62, 491.13 June 30, 1908, amount expended during fiscal year for maintenance of improvement .. .13, 798. 51 July 1, 1908, balance unexpended ---------- 44----, 92.62 July 1, 1908, outstanding liabilities .- 45, 591. 89 July 1, 1908, balance available .-.- .. 3, 100.73 July 1, 1908, amount covered by uncompleted contracts ------------ 44, 516. 80 endingyear Anount that can be profitably expended in fiscal June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 -------------------- 75, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 1.) 2. Harbor at Apalachicola Bay, Florida.-The town of Apalachi- cola lies at the mouth of the Apalachicola River, and the deep water along the river front forms the inner harbor. At the mouth of the river, between the inner harbor and the 3-fathom anchorage area in Apalachicola Bay, there is a bar of which the original width between 8-foot contours was 7,000 feet and the mini- mum depth of water 3.5 feet. Across this bar the lumber exported is lightered either to the 3-fathom anchorage in Apalachicola Bay or through Bulkhead shoals to the anchorage of Carrabelle, 25 miles dis- tant. The 3-fathom anchorage area is entered via West Pass, where originally the depth was about 13 feet. The original depth over Bulk- head shoals was less than 4 feet. The original project, adopted June 14, 1880, provided for dredging a channel 100 feet wide and 11 feet deep through the bar at the mouth of the river, the width of cut to be increased to 200 feet if the results justified this enlargement. 372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This project was amended September 19, 1890, to include dredging a channel 9 feet deep and not less than 100 feet wide across the Bulk- head shoals. Upon this project as amended has been expended $154,000, of which $100,000 has been applied to maintenance in repeated dredging of the cut across the bar at the mouth of the river. The channel through Bulkhead shoals, dredged in 1891-2, remains practically unchanged, with a minimum depth of 8 feet at mean low water. Prior to the adoption of any project of record in this office $28,600 was expended on this improvement-1833-1839-but the object and results of such expenditures are unknown. By act approved March 3, 1899, a new project was adopted, which provided for a channel 100 feet wide, 18 feet deep at mean low water, through the West Pass along the northern shore of St. George Island and across the bay to the water front of Apalachicola, estimated to cost $350,000, and $20,000 or $30,000 annually for maintenance of completed work. The amount expended on this project was $130,679.26, of which about $90,000 was for maintenance. By act of Congress, approved March 2, 1907, a new project was adopted by which the previous project was amended so as to provide for a channel across the bar at the mouth of the Apalachicola River not less than 100 feet wide and 10 feet deep at mean low water and a channel not less than 150 feet wide and 18 feet deep through Link channel and West Pass to the Gulf of Mexico, at an estimated cost of $85,000, and $17,500 annually for maintenance after completion. During the year the channel 10 feet deep and 100 feet wide across the bar at the mouth of the river has been completed, and for its pro- tection from westward-moving silt a bulkhead is being built to the east of this channel. This bulkhead is to be 6,900 feet long, 6,000 feet of which had been completed with the close of the fiscal year. About 70 per cent of the project is completed. The amount expended on this project up to the close of the fiscal year ending June 30, 1908, was $64,459.24, of which $10,000 was for maintenance of project of 1899. The hurricane of September 26-27, 1906, seriously damaged the channel across the outer bar at West Pass by extending the shoal at the western end of Sand Island across the dredged cut, filling it and forcing this part of the channel farther to the west. The ordinary range of the tide is about 2 feet. The commerce of this port is in timber, cotton, naval stores, staves, a large quantity of dressed and kiln-dried lumber, shingles, laths, and miscellaneous freight, and for the year ending June 30, 1908, it is estimated at a valuation of $600,000. On June 30, 1908, the maximum draft that could safely be carried through the West Pass entrance to the lower anchorage behind St. George Island was about 16 feet and the maximum draft that could be carried across the bar at the mouth of the river was about 7 feet. Reference to reports on examinations and surveys of this harbor will be found on pages 335 and 355 of Report of the Chief of Engi- neers for 1906. It is proposed to apply the appropriation asked for to maintenance to make the improvement available. RIVER AND HARBOR IMPROVEMENTS. 373 The portion of the project now completed gives greatly increased facilities to the commerce of this port and a substantial reduction in freight rates on coastwise commerce. The exact amount of this reduction and the reduction on foreign commerce can not yet be stated. July 1, 1907, balance unexpended ------------------------------- $84, 820. 74 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------ 64,459.24 July 1, 1908, balance unexpended ------------------------------- 20, 361.50 July 1, 1908, outstanding liabilities ------------------------------ 10, 856. 91 July 1, 1908, balance available ----------------------------------- 9, 505. 59 July 1, 1908, amount covered by uncompleted contracts ------------ 9, 504. 00 Amount (estimated) required for completion of existing project- 25, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908---------------------- 8, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 2.) 3. Apalachicola River, Florida, including the Cut-off and Lower Chipola River, Florida,and the Upper Chipola River from Marianna to its mouth.- (a) Apalachicola Rier, the Cut-off and Lower Chipola River.-From the junction of the Chattahoochee and Flint rivers to the Gulf of Mexico (Apalachicola Bay) the Apalachicola River has a length of about 137 miles and a low-water slope of about 3 inches to the mile. The width varies from 150 to 300 yards and the available depth was originally 6 feet at low water, except where obstructed by snags and sunken logs. The Confederate authorities obstructed the channel at a point about 47 miles above the mouth, causing the river to break through by a channel known as Moccasin Slough into the River Styx, the latter a tributary entering the Apalachicola a few miles below the Confederate obstructions. Moccasin Slough was very narrow and tortuous and much obstructed by logs, snags, etc., and the former channel has gradually filled up. About 55 miles above the mouth steamboats may leave the river and after passing through the Cut-off, Lower Chipola River, and Lee Slough, reenter it about 17 miles farther down, thus making many landings of much greater importance than those upon the correspond- ing part of the main river, which includes Moccasin Slough above mentioned. The original project adopted by the act of June 23, 1874, contem- plated securing a channel 100 feet wide and 6 feet deep at low water by the removal of snags and overhanging trees and widening and straightening Moccasin Slough and the Elbows, at an estimated cost of $80,333. The act of September 19, 1890, adopted an addition to the project, froviding for the clearing of a channel 60 feet wide and 5 feet deep through the Cut-off, Lee Slough, and the Lower Chipola River, at a cost of $7,500. The amount expended on work under this project since 1874 to the close of the fiscal year ending June 30, 1908, was $96,506.58. In 374 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. addition there was expended between 1828 and 1831, $13,000, for which no project is of record. These expenditures have improved Moccasin Slough sufficient4ly for present purposes and maintained the river reasonably free from snags and other obstructions and enabled steamboats to make use of the Cut-off, Lower Chipola River, and Lee Slough either by day or night. An available depth of 6 feet has been secured in the Apalachicola River and 5 feet in the Cut-off, Lower Chipola River, and Lee Slough. The Cut-off and Lee Slough have been widened also at the narrowest places so that steamboats can pass through readily going downstream and can pass upstream with little difficulty, but the channel in Lee Slough is still very crooked, with some sharp bends that require easing, and the steam- boats prefer the main river on the up trip. It is estimated that the project is about 70 per cent completed. The work was done with the plant belonging to the Chattahoochee and Flint river improvements, and comprised cutting overhanging timber, removing snags and logs, blasting out cypress stumps, and widening the slough and Cut-off by clearing the points of timber and dredging them off, depositing the dredged material in the deep holes or upon the banks. During the fiscal year work has been confined to the maintenance of the improvement and a small amount of permanent work in the Cut-off and Lee Slough. Variation of the water level is from 0 to 30 feet at Chattahoochee River bridge. This river is navigable throughout its entire length of 137 miles. As the country bordering on the Apalachicola River is almost entirely dependent upon the river for the transportation of its sup- plies and products, this improvement is essential to the development of this section, but in the absence of any basis of comparison the effect upon freight rates can not be determined. It is proposed to apply the available balance and the funds recom- mended to maintenance of Apalachicola River proper by removing annual accumulation of snags, and to continue straightening and widening the Cut-off as above to make the improvement available. The commerce of the river consists chiefly of cotton, naval stores, general merchandise, saw logs, and timber for export, and is so com- bined with that of the Chattahoochee, Flint, and Upper Chipola riv- ers that a separation is impossible. The commerce of all these streams has increased from about $4,000,000 in 1899 to about $10,000,000 in 1908. For detailed statistics see report on Flint River improvement. For reference to reports of examinations of this river see Report of the Chief of Engineers for 1906, page 337. (b) Upper Chipola River, Florida,from Marianna to its mouth.- The river from Marianna to the head of the Dead Lakes has a gen- eral low-water depth of 5 feet and width varying from 60 to 200 feet, but is greatly obstructed by rock shoals, snags, and overhanging trees. Three bridges also form obstructions, their headways above low water being 17, 16 and 15 feet, respectively. At Look and Tremble shoal, about 45 miles above the Dead Lakes, there is a fall of 5 feet in 40 over rock bottom. At Sister Islands, between this shoal and the Dead Lakes. the main channel of the river is very tortuous and obstructed by mud bars over which there is less RIVER AND HARBOR IMPROVEMENTS. 375 than 2 feet at low water. The channel through the Dead Lakes, which is considered part of this improvement, has plenty of water, but is obstructed by snags and large cypress stumps and trees. The approved project, adopted by act of March 3, 1899, provides for clearing a low-water channel 3 feet deep and 60 feet wide from Marianna to the foot of the Dead Lakes, estimated to cost $41,000, ex- clusive of necessary plant, which would comprise a snag boat, drilling barge, and dump scow. The amount expended to June 30, 1908, was $16,411, of which $5,000 was applied to the river above Sister Islands and $11,411 to the lower end of Dead Lakes. Snags, logs, and overhanging trees were removed, and a channel blasted through the rock reefs from Marianna to Look and Tremble shoal. Wing dams were built below some of the shoals to raise the water level on the shoals, and below Look and Tremble shoal, down as far as Sister Islands, snags, logs, and overhanging timber were removed as well as available funds per- mitted. From the lower end of the Dead Lakes for a distance of 35 miles a channel 60 feet wide was cleared of obstructions by removing logs, overhanging trees, cypress stumps, and knees. Very little benefit has been derived from the expenditure above Look and Tremble shoal, except to timber industry, but the work done below the shoal and in the Dead Lakes has been of great benefit, as there are many turpen- tine stills below this shoal, giving a considerable commerce on this portion of the river and in the Dead Lakes a large commerce in tow- ing logs. The variation of the water level is 0 to 14 feet. Two feet is the maximum depth at low water over the shoalest part of the river below the shoal Look and Tremble. The actual head of navigation at low water is Sister Islands, 35 miles above the foot of the Dead Lakes. The river is still obstructed by shoals at Sister Islands, Look and Tremble shoal, and at numerous points above, as well as by the bridges mentioned; also by snags and overhanging trees just below Sister Islands and at various points above. About 30 per cent of the project is completed. The commerce of this stream consists principally of naval stores, round and square timber, lumber, and other miscellaneous freights, the estimated value of which was, on June 30, 1908, $100,000. The section of country below Look and Tremble shoal has no rail- road and depends largely upon this river, the reduction in freight rates being the lessened haul to river as compared to Apalachicola River or railroads to the north and west. It is proposed to apply the available balance and the funds recom- mended to dredging and regulation of channel at Sister Islands bar and to removal of snags and overhanging trees in remainder of river. This work is necessary to make the improvement available. The territory through which this stream flows is heavily timbered with long-leaf yellow pine and cypress, which is now being rafted down this stream in large quantities. The total amount of this traffic is reported as 10,000,000 feet B. M. per annum, and is included in the valuation of timber and lumber exports for Apalachicola Bay and Carrabelle, Fla. 876 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For reference to report of examination of this stream, see Report of the Chief of Engineers for 1906, page 338. APALACHICOLA RIVER. July 1, 1907, balance unexpended -------------------------------- $1, 000. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 22.50 July 1, 1908, balance unexpended_-------------------------------- 977.50 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. LOWER CHIPOLA RIVER. July 1, 1907, balance unexpended ------------------------------- $13, 711.24 June 30, 1908, amount expended during fiscal year: For works of improvement ----------------------- $1, 500. 00 For maintenance of improvement ------------------ 6, 945.32 8, 445. 32 July 1, 1908, balance unexpended -------------------------------- 5, 265.92 July 1, 1908, outstanding liabilities ------------------------------ 1, 625. 84 July 1, 1908, balance available ----------------------------------- 3, 640. 08 Amount (estimated) required for completion of existing project - 5, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for imaintenance, in addition to the balance unexpended July 1, 1908 (a) .------------------------ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. UPPER CHIPOLA RIVER. July 1, 1907, balance unexpended -------------------------------- $7, 501.00 June 30, 1908, amount expended during fiscal year for works of im- provement ----------------------------------- 912. 00 3,---------------- July 1, 1908, balance unexpended -------------------------------- 3, 589.00 July 1, 1908, outstanding liabilities ------------------------------ 79. 34 July 1, 1908, balance available ----------------------------------- 3, 3509. 66 Amount (estimated) required for completion of existing project .. 30, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------------------ (a) Submitted in compliance with requirements of sundry civil a t of June 4, 1897, and of section 7 of the river and harbor act of 1899. a See consolidated money statement on page 377. RIVER AND HARBOR IMPROVEMENTS. 377 CONSOLIDATED. July 1, 1907, balance unexpended__ ------------------------------- $22, 212. 24 June 30, 1908, amount expended during fiscal year: For works of improvement__------------------------ $5, 412.00 For maintenance of improvement ------------------- 6, 967. 82 12, 379.82 --------------------------------- July 1, 1908, balance unexpended__ 9, 832. 42 July 1, 1908, outstanding liabilities 705. 18 1,------------------------------- July 1, 1908, balance available__ ----------------------------------- 8, 127.24 Amount (estimated) required for completion of existing project-- -15, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908__ ------------------------ 20, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 3.) 4. Flint River, Georgia.-Originally this river was navigable at low water from its mouth to Bainbridge, a distance of 36 miles, for boats drawing 3 feet, but the channel was narrow, crooked, and greatly obstructed by logs, snags, and overhanging trees. Above Bainbridge the channel was so obstructed by rock shoals, loose rock, and bowlders that there was no navigation except on a rise of 5 feet, when steamboats could run to Albany, 105 miles above the mouth. Above Albany to Montezuma, 182 miles from the mouth, the channel was so obstructed by sand and rock shoals, bowlders, snags, logs, and overhanging trees that the river was not navigable at a low-water stage. The original project called for a channel 100 feet wide and 3 feet deep at extreme low water from the mouth of the river to Albany, Ga., at an estimated cost of $184,862. This project was extended in 1879 to give a channel for light-draft steamers at moderate stages of water from Albany to Montezuma by the removal of logs, snags, and overhanging trees, cutting through rock reefs, and deepening sand bars by contraction works, at an addi- tional cost of $15,000. The amount expended up to the close of the fiscal year ending June 30, 1908, was $271,361.82, practically all being for permanent work. As a result of the work done, the river is now navigable throughout the year from Albany down to a point about 7 miles below Newton, 40 miles, and from Bainbridge to the mouth, 36 miles, there being a good channel with 3 feet available at low water through- out these sections. The project is about 65 per cent completed. Between Bainbridge and Newton, for a distance of 29 miles, the river is navigable for light-draft boats only, and the channel is nar- row and still much obstructed by bowlders and rock reefs. Con- siderable work has been done between these points, and operations for the next few years will be confined to this portion of the river. When the improvement of this section has been completed the river will be open to navigation at low water from its mouth to Albany, Ga. The section between Albany and Montezuma, 77 miles, is still much obstructed, although it has been repeatedly cleared of snags and simi- lar obstructions in accordance with the project. 378 REPORT OF THE CHIEF OF ENGINEERSY U. S. ARMY. The water level varies from 0 to 40 feet. During ordinary low water Albany, Ga., is the head of navigation, but in periods of extreme low water, such as occurred during the fall of 1904, interruptions occur in the section between Bainbridge and Newton. The commerce consists principally of cotton, naval stores, provi- sions, general merchandise, saw logs, and timber for export. Several very large sawmills are located at Bainbridge, but no record of the amount of lumber manufactured is kept, as shipments are made by rail. A large part of the saw logs used by these mills comes down the river. It is proposed to apply the available balance and the funds recom- mended toward making the improvement below Albany fully avail- able by widening the channel in many places. between Bainbridge and Newton, and removing many obstructions to secure the width of 60 feet and the depth of 3 feet now available in the section above. This work is largely permanent rock work, and its completion will greatly benefit the section of country between Albany and the mouth of the river. There are many turpentine stills in operation on the river which depend upon the water transportation for their products and supplies. The effect of the improvement on freight rates, if any, can not be determined. The commerce of the lower part of this stream is so combined with that of the Chattahoochee and Apalachicola rivers that it is impos- sible to give a statement in regard to it. The commerce of-that part below Albany down as far as the improvement has been carried is estimated to be 13,145 tons, valued at $1,182,585, for the year ending December 31, 1907. For reference to reports of examination of this improvement, see Report of the Chief of Engineers for 1906, page 340. July 1, 1907, balance unexpended -------------------------------- $29, 419.58 June 30, 1908, amount expended during fiscal year for works of im- provement _-------------------------------------------------- _ 19, 781.40 July 1, 1908, balance unexpended --------------------------------- 9, 638. 18 July 1, 1908, outstanding liabilities ------------------------------- 2, 179. 13 July 1, 1908, balance available ----------------------------------- 7, 459.05 Amount (estimated) required for completion of existing project -- 62, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of imp)rovement and for maintenance, in addition to the balance unexpended July 1, 1908_------------------------ 25, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 4.) 5. Chattahoochee River, Georgia and Alabama, below Columbus.- Columbus, Ga., is 223 miles above the junction of this river with the Flint and 360 miles above the mouth of the Apalachicola River, formed by the confluence of the Chattahoochee and Flint. Originally boats were always able to reach Columbus, but navigation was diffi- cult and dangerous by day and impossible by night, owing to the large accumulation of logs, snags, and overhanging trees, and to sand, rock, and marl shoals obstructing the channel. RIVER AND HARBOR IMPROVEMENTS. 379 The project for the improvement, adopted in 1873, provided for a low-water channel 100 feet wide and 4 feet deep from Columbus, Ga., to Chattahoochee, Fla., at the junction of the Flint, which was to be obtained by the removal of logs, snags, and overhanging trees, cut- ting through the rock and marl shoals, and scouring out sand bars by works of contraction and shore protection. The estimated cost of this work from Chattahoochee, Fla., to Eufaula, Ala., 139 miles, was $145,247, but no estimate of cost for thitt part between Eufaula and Columbus was ever made. The amount expended on this work to the close of the fiscal year ending June 30, 1908, was $641,734.28, largely expended in main- tenance, removing the annual influx of obstructions brought in from caving banks. The project is about 70 per cent completed in the upper section, above Eufaula, and about 10 per cent in the lower section. No increased depth, except in the upper part of the river, has been gained; but by removing the logs, snags, and overhanging trees, removing the sand, gravel, marl, and rock reefs and regulating the channel immediately below Columbus, the river has been kept open to navigation. As nearly all the land along the banks of the river and its tributaries has been gradually cleared, each rainy season has brought increasing quantities of sand into the river, filling the original river bed with shifting sand and gravel bars and greatly changing its regimen. Four feet draft can be carried at ordinary low water, but at extreme low water scant 3 feet is the maximum draft that can be counted upon. Below Eufaula, Ala., the river is now in a fair condition, with an available low-water depth of 31 feet, but between Eufaula and Columbus there are a number of bars and isolated obstructions which cause trouble, particularly at extreme low water. The most serious of these obstructions was a series of sand bars, formed in the river from the wharves at Columbus down to Mary Freemans bar, 3 miles below, which made it impossible for steamboats to reach Columbus, and the head of navigation during the period of extreme low water was therefore Mary Freemans bar. During the last few years more liberal appropriations have per- mitted a more vigorous prosecution of work, and considerable prog- ress has been made on the permanent improvement of the river. In addition to maintaining the river free from snags and obstructions, the channel for a distance of 24 miles below Columbus has been regu- lated by a system of jetties, and the most serious bars in the upper river have been kept open by dredging where necessary. As a result of this work. Columbus has become the head of navigation, and boats are able to reach there at all times, except during unusually low water, such as occurred in the fall of 1904, putting a stop to all navigation. A large number of other sand bars and shoals between Columbus and Eufaula still need improvement, the regulating works already built require repairs and maintenance, and the annual accumulation of snags and other obstructions must be removed from the river throughout its length. It is proposed to apply the funds available and the appropriation recommended to this work, the regulating works to be extended down the river from the foot of the present permanent improvement. 380 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The variation of the water level is 0 to 47 feet at Columbus. The commerce of this stream consists of cotton, cotton seed, ferti- lizers, grain, naval stores, provisions, hardware, and general merchan- dise, and is so combined with that of the Flint and Apalachicola rivers that a separation is impossible. It is given under the report of the Flint River as 115,839 tons, valued at $10,000,000. The effect of improvement has been to give to Columbus and all other points on the river water rates, or a material reduction over rates to all rail points, but the exact amount of reduction can not be stated. For reference to report of examination of this river see Annual Report of the Chief of Engineers for 1906, page 341. July 1, 1907, balance unexpended ------------------------------- $151, 654.62 June 30, 1908, amount expended during fiscal year: For works of improvement $45, 000. 00 For maintenance of improvement ---------------- 25, 458.12 70, 458. 12 July 1, 190, balance unexpended -------------------------------- 81, 196 50 July 1, 1901, outstanding liabilities ------------------------------ 5, 692. 77 July 1, 1908, balance available---------------------------------- 75, 503.73 Amount that can be profitably expended in fiscal year ending June 30. 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------ 230, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 5.) 6. Ohoctawhatchee River, Florida and Alabama.-The Choctaw- hatchee River is 162 miles long from Newton, Ala., to its mouth, in Choctawhatchee Bay, an arm of the Gulf of Mexico. Originally the river was impassable during low water for about 10 miles below Newton, due to marl reefs and fish-trap dams, and for the remaining 152 miles to the mouth it was much obstructed by sniugs, logs, overhanging trees, and sand and gravel bars. The project for the improvement, as amended in 1890, contemplates the creation of a low-water navigable channel throughout by remov- ing logs, snags, and overhanging trees, by excavating rock and marl shoals, and by contraction works and shore protection, at an esti- mated cost of $112,832. The amount expended on this river under the existing project (i. e., since 1874) up to the close of the fiscal year ending June 30, 1908, was $182,430.57, of which the greater part has been expended in maintenance. The expenditures prior to 1874 amounted to $12,876.62. The project has been completed and the additional work required is for maintenance. The following results have been accomplished: A channel 40 feet wide and 3 feet deep has been blasted through the marl shoals below Newton to the lower end of these shoals above Pates Landing. The river has been partially cleared of snags and other obstructions from Pates Landing to Geneva, but above Pates Landing to the foot of the shoals it is impassable at lower stages of water. A fairly navigable channel 3 feet deep at low water RIVER AND HARBOR IMPROVEMENTS. 381 was secured by snagging and works of regulation from Geneva to Caryville, but is again much obstructed. The remainder of the lower river has repeatedly been cleared of obstructions, but is at present much obstructed, except the section below the mouth of the Holmes River, which is in fair condition. A channel 75 feet wide and 6 feet deep at mean low water was dredged through the bar at the mouth of the river (Cypress Top). The actual head of navigation at low water on June 30, 1908, was the mouth of the Holmes River, 33 miles above the mouth of the river. The minimum draft that could be carried to this point was about 3 feet, but the draft is at least 1 foot greater, except at Sandy reach, where trouble has recently developed. The effect of the improvement on freight rates, if any, can not be stated. The additional appropriation recommended will be applied to removal of obstructions for maintenance of improvement below Geneva. There is no commerce on the river above Geneva, with the possible exception of a small movement of logs. Below Geneva there is a large commerce in logs and hewn timber, and five steamers ply between Pensacola and Vernon on the Holmes River. The commerce on this stream is mainly saw logs, timber, naval stores, and general merchandise, estimated at $2,500.000 in value. For reference to reports on examination of this river, see Annual Report of the Chief of Engineers for 1906, page 343, and page 392 of this report. July 1, 1907, balance unexpended $9, 699.62 June 30, 1908, amount expended during fiscal year for maintenance of improvement --------------------------------- 3, 830. 19 July 1, 1908, balance unexpended -------------------------------- 5, 869. 43 July 1, 1908, outstanding liabilities -------------------------------- 221.66 July 1, 1908, balance available ----------------------------------- 5, 647.77 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 6.) 7. Holmes River, Florida, from Vernon to its mouth.---Holmes River empties into the Choctawhatchee River about 40 miles above the mouth of the latter. It is a wide and deep stream to the town of Vernon, 25 miles above its mouth, but was originally obstructed by sunken logs, fallen timber, and overhanging trees, and was only available for navigation by small sailing craft and barges, which occasionally made trips up to Vernon. The present project for the improvement of the stream provides for making a navigable channel by removing logs and snags from the river and overhanging trees from its banks, from the mouth up to the town of Vernon. The total amount expended on this improvement up to the close of the fiscal year ending June 30, 1908, was $15,321.75, of which $13,160.95 was upon Holmes River and $2,160.80 upon Lagrange Bayou. 382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project has been completed and additional work required is for maintenance. The operations during the year consisted in snagging for mainte- nance of the channel to Vernon, the head of navigation. The importance of this improvement has greatly increased in the last few years, and five steamers are now engaged in the large and growing trade between Vernon and Pensacola. The commerce of the stream consists of cotton, turpentine, rosin, molasses, honey, and miscellaneous articles, the value of which in 1908 was $1,000,000. For reference to report of examination of this stream, see Report of the Chief of Engineers for 1882, page 1308. As this river is the only means of transportation in that section, there is no basis for comparison and the effect of the improvement on freight rates can not be stated. July 1, 1907, balance unexpended _- -- ____-- $2,000. 00 Junme 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 1, 321. 75 July 1, 190S, balance unexpended 78. 25 6-------------------------- July 1, 1908, outstanding liabilities------------------ 473. 94 July 1, 190S, balance available_------------------------------------ 204.31 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ....------------------------ . . 2, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 7.) 8. Blackwater River, Florida.--The original project for this im- provement was adopted March 3, 1899, and provided for securing a channel 9 feet deep from Milton, Fla., to Peisacola, Fla., at an esti- mated cost of $i20,000. Under this project $5,000 was expended, and a channel of the required depth secured in the river proper. The river and harbor act of March 3, 1905, fixed the width of the channel at 100 feet and the estimated cost of completion at $15,000. With funds appropriated by this act an 8-inch suction dredge and other plant necessary for doing the work were repaired and dredging was commenced in East Bay near the beacon, about 2 miles below Robinsons Point, and a channel about 80 feet wide and not less than 9 feet deep was dredged for a distance of 4,470 feet toward Robin- sons Point. This cut has improved the worst part of the channel and increased the available depth over the improvement about 1 foot, and it is estimated that the approved project is about 40 per cent com- pleted. In the execution of this work it has been found that the area to be dredged over is much larger than indicated by the availalile charts of the improvement, possibly due in part to fill which has taken place since the surveys for the charts were made. To secure a channel 9 feet deep and 100 feet wide over the remaining shoals within the wide limits covered by the improvement is estimated to require $20,000 in addition to funds available. It is to be noted that in the report upon which the present project is based the doubtful character of the original estimate was recognized and the possibility of a considerable increase was clearly foreseen. RIVER AND HARBOR IMPROVEMENTS. 38 The total amount expended on this improvement up to the close of the fiscal year ending June 30, 1908, was $19,729.97, of which about $5,000 was for maintenance. The expenditure during the year was in payment of outstanding liabilities of the preceding year and inci- dental expenses. The maximum draft that could be carried over the improvement at mean low water on June 30, 1908, was 8 feet. The usual variation of water surface is 2 feet. The head of navigation is at Milton, about 4 miles above the mouth of the river proper. The effect of the improvement on freight rates, if any, can not be stated. It is proposed to apply the additional appropriation recommended to completion of the project and its maintenance thereafter. The commerce of this stream consists of timber, lumber, sash and doors, naval stores, wool, and general merchandise, having an esti- mated value of $1,350,000 per annum. The dry dock at Bagdad and marine railway at Milton both do a large business, which would be materially increased by the completion of the project. For reference to report of examination of this improvement, see Annual Report of the Chief of Engineers for 1906, page 345. July 1, 1907, balance unexpended ------------------------------- $3, 629.02 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 3, 358.99 July 1, 1903, balance unexpended -------------------------------- 270. 03 July 1, 1908, outstanding liabilities------------------------------- 31. 82 July 1, 1908, balance available ----------------------------------- 238. 21 Amount (estimated) required for completion of existing project -- 20, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 -------------------- 25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 8.) 9. Harbor at Pensacola,Fla.-The available depth across the inner bar at the entrance to this harbor in 1879, previous to any work of improvement, was 19.5 feet, the width of the channel being contracted by the encroachment of the Middle Ground shoal to the southward. The harbor entrance and channel way were also obstructed by wrecks, and the western shore line in the vicinity of Fort McRee was cutting away rapidly, almost the whole of the old Fort McRee washing away before the erosion was stopped. The project of 1877 considered only the removal of the wrecks; that of 1878 called for the removal of these wrecks and for making a survey to determine further recommendations for improvement. The project of 1881 provided for dredging a channel 300 feet wide and 24 feet deep at mean low water for the temporary relief of naNvi- gation, and also for protecting the shore line near Fort McRee, with a view to preventing further injurious changes. Dredging under this project was carried on at various times between 1881 and 1893, and at the close of the dredging operations in August, 1893, the available channel was 225 feet wide and 24 feet deep at mean low water. Two 384 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. groins, one 360 feet and the other 220 feet long, were completed in 1890 and still serve to hold the shore line near Fort McRee. In 1891 a special Board of Engineers presented a project for open- ing a new channel across the Caucus shoal, following the direction of the ebb current, by means of two jetties, assisted by dredging, if necessary. In 1895 a second special Board of Engineers recommended that no change be made in the project of 1891, but that dredging be tried, using one of the hydraulic dredges belonging to the United States to open up a channel 26 feet deep at mean low water and as wide as practicable on the line of deepest water across the Caucus shoal and approximately on the line of the axis of the jettied channel proposed by the Board of Engineers in 1891. In December, 1895, this channel was opened by the U. S. dredge Gedney to a width of 120 feet and depth of 24 feet at mean low water. It has a length of about 10.000 feet across Caucus shoal and is now known as the Caucus channel. In 1896 the same Board that recommended the first amendment to the project of 1891 submitted a second amendment providing for the expenditure of all funds available in continuing the work of dredging across the Caucus shoal and for building a dredge and opening the channel across the Caucus shoal 30 feet deep at mean low water to a width of at least 300 feet, with such side slopes as the material would assume, if sufficient funds were made available by Congress. Until a channel should be opened by dredging across the Caucus shoal, as above proposed, the Board recommended that the construction of the jetties for its maintenance be not considered. The river and harbor act of March 3, 1899, extended this project to " securing a channel depth of 30 feet at mean low water, from the Gulf of Mexico to the dock line at the east end of the city of Pensa- cola." The amount expended on these projects to June 30, 1905, was $725,956.94. The work done comprises the removal of the wrecks obstructing the channel, dredging a large amount of material from the inner bar, opening and redredging a 30-foot channel across the Caucus shoal, and the protection of the shore line from erosion by the construction of two groins near old Fort McRee. The river and harbor act approved June 13, 1902, appropriated $220,000, of which $150,000 might be used in constructing a seagoing suction dredge. This dredge, the Caucus, was built and turned over to the district in August, 1905. The same act modified the project, which now provides for dredging a channel 30 feet deep and 500 feet wide from the Gulf of Mexico to the dock line at the east end of the city of Pensacola. There is no approved estimate of the cost of this project. Under this amended project there has been expended for dredge construction $172,221.27 (for particulars see Appendix H 9), and for the improvement, $224,024.15, of which about $150,000 has been applied to maintenance. There was received for salvage work of the dredge Caucus, $4,752.44, and from sale of unserviceable property, $26.77. The project is about 30 per cent completed. The dredge Caucus commenced dredging September 18, 1905, and at the close of the present fiscal year had removed a total of 1,467,083 cubic yards of material. This work has restored the channel to its RIVER AND HARBOR IMPROVEMENTS. 385 original dimensions and widened it about 125 feet, and removed the shoaling due to the storm of September, 1906, so that on June 30, 1908, the minimum width of channel having a depth not less than 30 feet at mean low water was approximately 275 feet. From October 6, 1906, to January 8,1907, inclusive, the Caucus was employed by the Navy Department on salvage work at the Pensacola Navy-Yard, resulting from the storm of September 26-27, 1906, and upon completion of this service she was laid up at the navy-yard for repairs. Due to crippled facilities and lack of labor at the yard, these repairs were greatly delayed, and dredging was not resumed un- til May 11, 1907, when the Caucus commenced work with one pump, pending completion of repairs to boilers. These repairs were com- pleted and work resumed with both pumps on July 25, 1907, since which time work has been continuous, except for delays due to bad weather and repairs. These repairs include docking at Mobile, Ala., installing new propeller, and one new furnace. The maximum draft that could be carried over the improvement at mean low water on June 30, 1908, was 30 feet, and the ordinary range of the tide is about 1.1 feet. The commerce of this port is very large. For the fiscal year end- ing June 30, 1903, the foreign exports were reported as $13,741,540, no record of the coastwise exports being available; in 1904, as $15,893,456; in 1905, exports as $15,295,067, and imports as $985,840; in 1906, exports as $18,432,931, and imports as $386,377; in 1907, ex- ports as $20,229,414, and imports as $618,363; in 1908, exports as $20,322,649, and imports as $675,503. The completion of the project will give greatly increased facili- ties to the large commerce of Pensacola, but will not materially affect freight rates. It is proposed to apply the appropriation recommended in dredg- ing operations toward completion of the project and maintenance of the project depth. ----------------------------- July 1, 1907, balance unexpended__ $106, 275. 97 Received for salvage work by dredge Caucus ------------------- 4, 752.44 Received from sale of old property ----------------------------- 26.77 111, 055. 18 June 30, 1908, amount expended during fiscal year: For works of improvement__ --------------- $20, 000. 00 For maintenance of improvement ---------------- 51, 879. 19 For construction of dredge Caucus -------------- 842. 88 72, 722.07 July 1, 1908, balance unexpended ... 38, 333. 11 July 1, 1908, outstanding liabilities ----------------------------- 9, 649.60 July 1, 1908, balance available --------------------------------- 28, 683. 51 July 1, 1908, amount covered by uncompleted contracts ----------- 3, 820. 70 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 -------------- 150, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 9.) 57101--ENG 1908--25 386 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 10. Escarbia and Conecuk rivedrs, Florida and Alabama.-These two names apply to one and the same stream, which flows through a heavily timbered country in southern Alabama and western Florida into Escambia Bay, an arm of Pensacola Bay. The change of name occurs at the boundary line between the two States. The timber from this district is brought down the river and forms a large part of all that is exported from Pensacola. Originally the river was much obstructed by snags, marl reefs, and sand bars, and a bar at its mouth, where the rafts are made ready to be towed to Pensacola, prevented the entrance of tugs and seriously interfered with navigation. The first appropriation for the improvement of this river was made in 1833, and prior to the adoption of the present project $5,000 was expended in removing obstructions. A subsequent appropriation of $5,500, made in 1836, was returned to the surplus fund in 1838. No further appropriations were made until 1880. (a) General improvement.-The present project, as originally adopted June 14, 1880, provided for the improvement of the river from its mouth to Indian Creek, Alabama, an estimated distance of 293 miles, by the removal of snags, logs, and overhanging trees, by excavating rock shoals, by works of contraction and shore protection, and by dredging a channel 150 feet wide and 51 feet deep at mean low water through the bar at the mouth, all at an estimated cost of $87,430, but the recent adoption of a separate project for the Conecuh River has, in effect, fixed the upper limit of the improvement as the mouth of Patsaliga Creek. The project has been completed and addi- tional work required is for maintenance. The amount expended on this project to June 30, 1908, was $135,567.81, largely for maintenance. These expenditures have kept the river fairly free from snags, opened the channel across the bar at the mouth from time to time, and greatly facilitated the rafting and towing of timber; but, due to lack of funds in recent years, the river, which in 1900 was practically free from obstructions from its mouth to near the mouth of Patsaliga Creek, has again become so much obstructed as to seriously interfere with the rafting of timber at low- water stages. The channel across the bar has shoaled also, interfering with the movement of the towboats for the rafts. During the year the channel was dredged across the bar at the river mouth and the stream cleared of obstructions for a distance of 86 miles. It is proposed to apply the appropriation recommended in snag- ging and dredging toward maintenance of the improvement. Reference to reports of examination of this improvement will be found on pages 348 and 349 of the Report of the Chief of Engi- neers for 1906. (b) Conecuh River.-By act of Congress, approved March 2, 1907, a project was adopted for completing the improvement of the Cone- cuh River from the mouth of Patsaliga Creek to the State line be- tween Florida and Alabama by removal of bowlders, snags, and rock shoals, in accordance with report submitted in House Document No. 159, Fifty-ninth Congress, first session, at an estimated cost of $31,000. RIVER AND HARBOR IMPROVEMENTS. 387 For work under this project a plant consisting of a quarter boat and two working barges have been constructed. The field work commenced July 22, 1907, and funds now available will be sufficient to complete the project for this section of river. Subsequent mainte- nance can be more conveniently and logically provided for under the general project. The actual head of navigation during ordinary stages of the river is at the mouth of Patsaliga Creek, about 195 miles above the mouth of Escambia River. The effect of the improvement on freight rates, if any, is not known. The commerce of this stream is mainly in timber, lumber, and saw logs, the value of which is estimated at $2,500,000. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended ------------------------------- $17, 965.98 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------- -------- 10, 052. 12 July 1, 1908, balance unexpended --------------------------- 7, 913.86 July 1, 1908, outstanding liabilities------------------------------ 738. 65 July 1, 1908, balance available ----------------------------------- 7, 175.21 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to.the bal- ance unexpended July 1, 1908 --- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONECUH RIVER. July 1, 1907, balance unexpended ------------ $30, 035.80 June 30, 1908, amount expended during fiscal year for works of im- provement_--------------------------------------------- 8, 517. 47 July 1, 1908, balance unexpended-- ----------------------- 21, 518. 33 July 1, 1908, outstanding liabilities_------------------------------- 557.22 July 1, 1908, balance available --------------------------------- 20, 961.11 (See Appendix Q 10.) 11. Alabama River, Alabama.-This river is formed by the junc- tion of the Coosa and the Tallapoosa, 11 miles below Wetumpka, on the Coosa River, and from this junction to its junction with the Tom- bigbee to forn the Mobile it constitutes a 312-mile link in a water- way 815 miles long, from the Oostenaula and Coosawattee rivers, Georgia, to the Gulf of Mexico. The river was originally so obstructed by logs, -snags, and over- hanging trees, and shoals, many with depths of but 2.5 feet, that during the low-water season navigation was practicable by day only. Long detentions were frequent at many of the shoals below Selma, and when the water was unusually low traffic was suspended between Selma and Montgomery for three or four months in the year. The original project, adopted in 1878, for the improvement of this stream provided for securing a low-water channel 4 feet deep and 388 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 200 feet wide by removing snags, logs, and overhanging trees; by constructing works of regulation, and by dredging, all at an estimated cost of $229,741. On this project $185,000 was expended, principally in snagging operations and the construction of works of contraction. These expenditures greatly improved the condition of the channel, freeing it from obstructions, and secured a low-water depth of 41 to 5 feet. In 1891 the original project was amended to provide for a low- water channel 6 feet deep, which was to be secured in the same gen- eral way as contemplated in the original project, and the estimated cost was placed at $386,251, provided that at least $100,000 should be appropriated annually, and $10,000 a year thereafter for maintenance. The project is about 20 per cent completed. Upon this project there has been expended to June 30, 1908, $363,- 660.78, largely for maintenance, but until recently appropriations have been very small and the channel has been deteriorating, work on the river being confined to the operations of the snag boat. During the last two years the plant has been thoroughly overhauled and materially increased, and both the dredge and snag boat operated throughout the working seasons. Fifty dollars was received from sale of unserviceable property. The river and harbor act of March 3, 1905, contemplated securing a continuous channel not less than 4 feet deep in the Alabama River by open-channel work, and as the benefits to be derived from the improvement are very great, funds should be provided for the vigor- ous prosecution of work. Operations during the year consisted in snagging, dredging, and construction of contraction works at various points. On June 30, 1908, the maximum draft that could be carried to Montgomery at low water was about 3- feet, but as the boats operat- ing on this river draw from 4 to 6 feet the shoaling at Haines Island prevented them from passing above this point for about three weeks. It is proposed to apply the appropriation, recommended in snagging. dredging, and construction of contraction works in furtherance of the project and in maintenance of the improvement. The actual head of navigation is Wetumpka, on the Coosa River, and the variation of the water level is from 0 to 59 feet at Montgomery. The commerce of this stream is importagt, consisting principally of cotton, cotton seed, fertilizer, grain, lumber, shingles, naval stores, staves, and a large quantity of miscellaneous freight of all descrip- tions, amounting in the past calendar year to approxi;ately 341,628 tons, valued at $3,886,565. This, however, is but a part of the freight movement that is affected by the improvement, for the actual ship- ments by water have been relatively small, and, with the river im- proved for continuous navigation, it is estimated that at least 100,000 tons of the present all-rail freight movement would either go by river or at river rates, and the resulting saving would be enormous. In addition, improved facilities would render possible an actual reduc- tion in rates on freight now carried by river. For reference to reports of examinations made of this river, see Report of the Chief of Engineers for 1906, pages 349 and 350. RIVER AND HARBOR IMPROVEMENTS. 389 ------------------------------ July 1, 1907, balance unexpended_ $230, 340. 94 Amount received from sale of boilers ---------------------------- 50.00 230, 390.94 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $45, 001.72 For maintenance of improvement ---------------- 15, 000.00 60, 001.72 July 1, 1908, balance unexpended ------------------------------- 170, 389.22 July 1, 1908, outstanding liabilities----------------------------- 36, 001. 12 July 1, 1908, balance available --------------------------------- 134, 388. 10 July 1, 1908, amount covered by uncompleted contracts ----------- 26, 541.68 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the bilance unexpended July 1, 1908___ --------------- 200,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 11.) 12. Coosa River, Georgia and Alabama.-The Coosa is formed at Rome, Ga., by the junction of the Oostenaula and Etowah rivers, which have their sources in northern Georgia. The Oostenaula is formed by the junction of the Coosawattee and Connesauga rivers, 56 miles northwest of Rome. The Oostenaula above Rome, Ga., and its tributary, the Coosawattee, are navigable for light-draft boats during nine months of the year for a distance of about 105 miles, but the Etowah and the Connesauga are not navigable. The Coosa River has always been navigable for light-draft boats from Rome, Ga., to Greenport, Ala., an estimated distance of 162 miles, and this part of the river is of such a character as to make its improvement by works of contraction and channel excavation entirely practicable, except at Horseleg shoals, near Rome, Ga., where a lock of low lift will be ultimately required. From Greenport, Ala., to Wetumpka, Ala., a distance of 142 miles, locks and dams are required in conjunction with works of contraction and channel excavation to provide for navigation. From Wetumpka to the junction of the Tallapoosa River the river is navigable at all seasons. The ordinary variations of the water surface are, at Rome, Ga., 0 to 30 feet; at Greenport, Ala., 0 to 15 feet; at Wetumpka, Ala., 0 to 50 feet. The improvement of these rivers is provided for under the two following projects (for reference to report upon proposed modifica- tions of projects for improving the Coosa River, see Annual Report of the Chief of Engineers for 1905, p. 326) : (a) Coosa River between Rome, Ga., and East Tennessee, Virginia and Georgia Railroad bridge.-The original project for the improve- ment of the Coosa River contemplated the opening of a continuous water route of transportation from the Mississippi River to the Atlantic Ocean by way of the Ohio, Tennessee, Coosa, Etowah, Ocmulgee, and Altamaha rivers, with canals from the Tennessee to the Coosa and from the Etowah to the Ocmulgee. This was desig- nated as the "southern route." 390 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Various examinations and estimates for the improvement of parts of this section of river have been made from time to time up to the adoption of the existing project, September 19, 1890. This project, as modified by act of Congress of July 13, 1892, formed a part of a plan submitted in 1875 for a proposed waterway from the Mississippi to the Atlantic via the Tennessee River, and provides for a crib and timber lock 200 by 32 feet and a 3-foot lift, with excavation for a 4-foot channel between Rome, Ga., and Wills Creek in Alabama, at a total estimated cost of $180,000; for three locks between Greenport and Lock 4 (Whisenant and Ten Island shoals), 210 feet long, 40 feet wide, and an extreme low-water depth of 4 feet on miter sills, together with a 3-foot channel between Locks 1 and 3, at a total esti- mated cost, including accessory dams and dikes, of $155,616.23; for five locks and dams from and including Lock 4 to the East Ten- nessee, Virginia and Georgia Railroad bridge, the locks to have an available length of 280 feet, width of 52 feet, and an extreme low- water depth of 6 feet over the miter sills, together with a connecting channel 100 feet wide and 4 feet deep at extreme low water, at a total estimated cost of $1,160,491, or at a total cost for the entire improvement of $1,496,107.23. About 21 per cent of the project has been completed. To June, 30, 1908, there has been expended on this section of the Coosa $1,074,583.74, of which $550,983.74 has been expended upon the existing project and $523,700 prior to its adoption. The work accomplished is as follows, of which expenditures about 10 per cent has been for maintenance: Locks 1, 2, and 3, Coosa River, commenced prior to 1890, have been completed. They are situated, respectively, 0.68 mile, 3.86 miles, and 5.24 miles below Greenport, Ala., and have available lengths of 175 feet and widths of 40 feet. Lock 4 (25.89 miles below Greenport), commenced since the adop- tion of larger dimensions above mentioned, has, together with its appurtenances, been under construction, with desultory appropria- tions, since 1886, but still incomplete. Channel improvement has been extended as far down as Lock 4, and navigation is now possible to this point, except at extreme low water, when interruptions occur a short distance above Lock 4. During the past fiscal year work was confined to the improvement and maintenance of the channel between Rome, Ga., and Lock 4, Ala- bama, and to care of the large amount of plant on hand. Provision should be made for further improvement and maintenance of this channel. There was received from the Seaboard Air Line Railway for dredging, $64.92. On June 30, 1908, the maximum draft that could be carried at ordinary low water between Rome, Ga., and Lock 4 was 3 feet, except at Horseleg shoals, 11 miles below Rome, over which but 2 feet can be carried until a lock is constructed at this point. Survey and esti- mate for this lock is now being made. It is proposed to apply the additional appropriation recommended toward further improvement and maintenance of the channel between Rome, Ga., and Lock No. 4, Alabama. The improvement has resulted in a reduction in railroad rates between points on the river and either Rome or Gadsden of not less RIVER AND HARBOR IMPROVEMENTS. 891 than 50 per cent, water rates controlling all shipments to and from the country contiguous to the river. The commerce of this portion of the Coosa consists principally of cotton, cotton seed, fertilizer, timber, lumber, staves, grain, and mis- cellaneous articles, amounting for the year 1907 to 8,511 tons valued at $854,000. (b) Coosa River between WVetumpka and East Tennessee, Virginia and Georgia Railroad bridge.-On account of the numerous rapids this part of the river has never been navigable. The original project for the improvement of this section of the river, adopted September 19, 1890, as the result of a survey made in 1889 and modified by Congress July 13, 1892, contemplates slack- water navigation and provides for the construction of 23 locks and dams of varying lifts, of an available length of 280 feet and width of 52 feet, with 6 feet over the miter sills, no lift of lock to exceed 15 feet. In addition, the channel is to be cleared of various rock reefs and points so as to give a least depth of 4 feet, all at an estimated cost of $5,106,422. About 4 per cent of the project has been com- pleted. There has been expended on this project to June 30, 1908, $400,798.57, of which about 21 per cent has been for maintenance, which has resulted in the construction of the lowest lock of the series, known as " No. 31," excepting the dam and gates, the excavation of the channel between this lock and the one next above, and the prepa- ration of data and plans for additional locks and dams, but these data are still incomplete. As yet no benefit has been derived from this improvement, and its value is entirely dependent on the com- pletion of the entire system. There was received from sale of old property, $27.50. Provision should be made for the care of the property belonging to the improvement. CONSOLIDATED. July 1, 1907, balance unexpended ----------------------------- a$57, 059. 09 Received from sale of old property ----------------------------- . 27. 50 Received from Seaboard Air Line for dredging ------------------ 64.92 57, 151. 51 June 30, 1908, amount expended during fiscal year: For works of improvement_ -------------------- _ $21, 620. 83 For maintenance of improvement ---------------- 5, 000. 00 26, 620. 83 July 1, 1908, balance unexpended ------------------------------ 30, 530.68 July 1, 1908, outstanding liabilities ---------------------------- 3, 107.39 July 1, 1908, balance available__ -------------------------------- 27, 423.29 Amount (estimated) required for completion of existing project- 6, 059, 913. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance in addition to the balance unexpended July 1, 1908-------------- 100, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Q 12.) a Erroneously given as $57,054.09 in report for 1907. 392 REPORT OF THE CHIEF OF ENGINEERS. TU.S. ARMY. 13. Operating and care of canals and other 'works of navigation on Coosa River, Georgia and Alabama.-Locks 1, 2, and 3 were opened to navigation on June 30, 1890, and have been operated continuously ever since, except during such periods as was necessary to close them for repairs and for a period of ten days in February, 1895, when the canal between Locks 2 and 3 was frozen over. The amount expended to the end of the fiscal year ending June 80, 1908, was $179,796.59. The expenses of operating and care of Locks 1, 2, and 3, and Dam 4 during the fiscal year have been paid from the permanent indefinite appropriation provided for by section 4 of the act of July 5, 1884. These expenses amounted to $16,037.14, exclusive of liabilities out- standing on June 30, 1908, of $442.90. (See Appendix Q 13.) 14. Removing sunken vessels or craft obstructing or endangering navigation.-The tug Florence Witherbee, sunk in Pensacola Harbor, Florida, was removed under contract with Mr. G. H. Langley. The sunken lighter Georgia, at the mouth of Apalachicola River, Florida, was removed under contract with Mr. Alex. C. Kittel and Marion C. Lang. The total expenditures during the year on removal of wrecks amounted to $2,265.45. (See Appendix Q 14.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were re- viewed by the Board of Engineers for Rivers and Harbors, pur- suant to law, and were transmitted to Congress and printed in docu- ments as indicated: 1. Preliminary examination of St. Josephs Bay, Florida.-Re- port dated November 14, 1907, is printed in House Document No. 464, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminaryexamination of Pensacola Bay, Florida,with a view to getting 24 feet of water to the quarantine station.-Report dated November 14, 1907, is printed in House Document No. 665, Sixtieth Congress, first session. The locality is not considered worthy of im- provement by the General Government. 3. Preliminaryexamination of WlVakulla River from the town of St. Marks to the Gulf of Mexico, and St. Marks River, Florida.-Report dated December 21, 1907, is printed in House Document No. 851, Six- tieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 4. Preliminary examination of Choctawhatchee River, Florida, with a view to providing a depth of 3 feet up to Newton, Ala.-Re- port dated December 23, 1907, is printed in House Document No. 876, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government in the manner proposed. The local officer was also charged with the duty of making prelim- inary examinations and surveys provided for in the river and harbor RIVER AND HARBOR IMPROVEMENTS. 893 act of March 2, 1907, as follows, and reports thereon will be duly sub- mitted when received: 1. St. Andrews Bay, Florida. 2. Alabama and Coosa rivers between Montgomery and We- tumpka, Ala. 3. Coosa River, Alabama, with a view to locating and constructing Dam No. 5. 4. Coosa River, Georgia, at Horseleg shoals. IMPROVEMENT OF RIVERS AND HARBORS IN THE MOBILE, ALABAMA, DISTRICT. This district was in the charge of Maj. Henry Jervey, Corps of Engineers, having under his immediate orders First Lieut. William G. Caples, Corps of Engineers, since October 21, 1907. Division en- gineer, Col. E. H. Ruffner, Corps of Engineers. 1. Mobile Harbor, Alabama.-This channel originally had mini- mum depths of 51 feet through Choctaw Pass and 8 feet through Dog River bar, the available draft to Mobile, via Spanish River, being limited to the latter depth. The improvement of the channel of Mobile Harbor has been pro- gressive. Between 1826, the date of the first appropriation for this work, and 1857 a channel 10 feet deep was dredged through the shoals in Mobile Bay up to the city of Mobile. Between 1870 and 1876 this depth was increased to 13 feet, the channel being dredged to a width of 300 feet through Choctaw Pass and 200 feet through Dog River bar. In 1880 a project for a channel 17 feet deep and 200 feet wide was adopted, and appropriations between 1878 and 1886 were applied to the formation of a channel of these dimensions. n the river and harbor act of August 11, 1888, a project for secur- ing a channel 23 feet deep was adopted, this project being modified by the river and harbor act of September 19, 1890, so as to provide for the formation of a channel 23 feet deep and with a top width of 280 feet from the Gulf of Mexico to the mouth of Chickasaw Creek, above the city of Mobile. Work upon this channel was completed in 1896, subsequent appropriations, up to and including that made by the sundry civil act of July 1, 1898, having been applied to its mainte- nance. The total amount expended on these projects was $3,648,630.60, of which about $115,000 is estimated to have been applied to maintenance. The existing project for the improvement of Mobile Harbor pro- vides for the formation of a channel 23 feet deep and 100 feet wide at bottom, with appropriate slopes, from the entrance of the bay to the mouth of Chickasaw Creek, at an estimated cost of $1,640,000, and the removal of sunken obstructions from Mobile Harbor at such times as the latter work may be authorized. This project was adopted by the river and harbor act approved March 3, 1899, and was modified by the acts of June 13, 1902, and March 3, 1905. The work of forming a 23-foot channel in Mobile River and Bay under this project was commenced in 1899, and under two continuing contracts, during the progress of which 12,402,956 cubic yards of material, scow measurement, was removed up to November 11, 1903, an uninterrupted channel of the projected depth and from 55 to 150 feet width was formed within the limits of the project. 894 REPORT OF THE CHIEF OF ENGINEERS, T. S. ARMY. After the storm of September 27, 1906, the channel shoaled in places to as little as 17 feet. Under a contract the worst of the shoal- ing was remedied at a cost of approximately $100,000, 1,109,410 cubic yards of material being removed. The work of removing sunken trees, logs, timbers, and other dan- gerous obstructions from the channel of Mobile Harbor has been prosecuted when necessary with funds allotted for that purpose. The existing project was modified by the river, and harbor act of March 2, 1907, so as to include the completion of the work proposed by the existing project at an estimated cost of $560,000, and the prose- cution of operations to provide increased depth progressively as may be possible with appropriations of $100,000 annually for a period of five years. The act authorized continuing contracts for prosecuting the work in the sum of $360,000, of which $200,000 is yet to be appro- priated, and the application of $10,000 to the removal of sunken obstructions from the harbor. The construction of a dredge was also authorized. The administrative act approved May 28, 1908, contains the following provision: SEC. 7. That the whole or any part of the amount heretofore authorized to be appropriated for the construction of a dredge for Mobile Harbor, Alabama, with the exception of five thousand dollars for the preparation of plans for said dredge, may be used for dredging said harbor, and the Secretary of War, in his discretion, may enter into a contract or contracts for the performance of the work. The modification of project is printed in House Document No. 647, Fifty-ninth Congress, first session. To June 30, 1908, there was expended on the existing project as modified $1,499,448.74, of which $373,086.28 was applied to work of maintenance. Under date of July 10, 1907, a contract was entered into for dredg- ing under the modified project. The amount of money to be applied to this contract is about $320,000, not including incidental expenses, and work thereunder is almost completed. As a result, depths ranging from 231 to 25 feet have been obtained, with a bottom width of about 100 feet, from a point 510 feet above Beacon 22 to the lower end of the dredged chan- nel and for 1,300 feet in Mobile River near Chickasaw Creek. When this contract is completed early in the coming fiscal year, these depths will prevail throughout the channel, except where shoaling has oc- curred in the lower end since dredging was done there. The designs of a dredge and attendant plant are about 66 per cent completed. A test of the dredge Barnard was made in this channel with un- satisfactory results, due largely to rough weather. During the year 1,833 sunken obstructions were removed from the navigable channel, adding much to the safety of traffic. Under the existing project any depth, of 23 feet or greater at mean low water, is authorized. The amount estimated for completion of the project in the accompanying money statement is the amount esti- mated as necessary to obtain a depth of 23 feet only at mean low water with appropriate side slopes, this being the only depth for which estimates have heretofore been made. The 23-foot depth and bottom width of 100 feet have been dredged, but the " appropriate side slopes " have not yet been obtained. A dredge owned and operated by the United States is essential to the proper conduct of RIVER AND HARBOR IMPROVEMENTS. 395 work under this project. For economy, it is considered indispen- sable. On June 30, 1908, the maximum low-water draft that could be car- ried over the shoalest part of the dredged channel was between 23 and 24 feet at mean low water. The average range of tide is 11 feet. With available funds and future appropriations it is proposed to continue dredging under the existing project; to complete the designs for a dredge and attendant plant and to build same, and to continue the work of removing sunken obstructions from the improved channel. In Appendix R 1 of this report the district engineer officer draws attention to the desirability of providing a cut-off in the dredged channel at the "Elbow" below the mouth of the Mobile River, similar to the one proposed in the survey report printed in House Document No. 647, Fifty-ninth Congress, first session. It is recom- mended that provision for a suitable cut-off be made in connection with any legislation for further improvement at this locality, the exact location of the new channel to be determined when the addi- tional dredging shall have been authorized. Mobile River is navigable for vessels of about 14 feet draft up as far as its head, 45 miles above Mobile. Detailed information with reference to the work accomplished under the existing project is contained in the Annual Reports of the Chief of Engineers for 1901, page 1810, and 1904, page 1803. A reference to the report of the survey upon which the project is based is printed in the Annual Report of the Chief of Engineers for 1904. page 324. The combined commerce, foreign and domestic, using Mobile Har- bor during 1907 aggregated 3,045,123 tons, valued at $60,372,245. Cotton, lumber, timber, breadstuffs, and hog products are the princi- pal articles of export, and bananas and sisal grass the most important of imports. The effect of the project has been to give Mobile an average reduc- tion of about 20 per cent on rail freight rates from Atlantic sea- port cities and to afford direct water freight rates from Mobile to foreign ports. GENERAL IMPROVEMENT. July 1, 1907, balance unexpended ----------------------------- _ $190, 630. 36 Amount appropriated by sundry civil act approved May 27, 1908__ 160, 000. 00 350,630.36 June 30, 1908, amount expended during fiscal year: For works of improvement ---------------------- $88, 000.00 For maintenance of improvement --------------- 102, 391.82 190, 391.82 July 1, 1908, balance unexpended ------------------------------- 160, 238. 54 July 1, 1908, outstanding liabilities ---------------------------- 138, 600. 00 July 1, 1908, balance available ---------------------------------- 21, 638.54 July 1, 1908, amount covered by uncompleted contracts ---------- 2, 000.00 Amount (estimated) required for completion of existing project- 272, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 --------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. a See consolidated money statement on page 396. 396 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. BEMOVING OBSTBUCTIONS. July 1, 1907, balance unexpended -------------------------- $9, 886. 30 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------ 8,472.71 July 1, 1908, balance unexpended ------------------------------ 1413. 59 1, July 1, 1908, outstanding liabilities ----------------------------- 400.00 July 1, 1908, balance available -------------------------------- 1, 1013.59 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ---------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $200, 516. 66 Amount appropriated by sundry civil act approved May 27, 1908__- 160, 000.00 360,516.66 June 30, 1908, amount expended during fiscal year: For works of improvement-- ----------------- $88, 000.00 For maintenance of improvement -------------- 110, 864.53 - 198, 864. 53 July 1, 1908, balance unexpended --------------------------- 161, 652.13 July 1, 1908, outstanding liabilities -------------------------- 139, 000. 00 July 1, 1908, balance available ------------------------------- 22, 652. 13 July 1, 1908, amount covered by uncompleted contracts ----- _ 2, 000.00 Amount (estimated) required for completion of existing project -272, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- fisca ye dition to the balance unexpended July 1, 1908i g b492, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4,1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 1.) 2. Mobile bar, Alabama.-Mobile bar is located in the Gulf of Mexico off the entrance to Mobile Bay. This bar had a depth of 23 feet at low water over ample width before any work of improvement was commenced upon it. This depth accommodated all the traffic of the Mobile Bay ship channel, but was not sufficient to permit of the utilization of the deep anchorage in lower Mobile Bay beyond the southern limit of the dredged cut leading to the city of Mobile. The original and existing project for this improvement was adopted in the river and harbor act of June 13, 1902, and provides for the for- mation of a channel 30 feet deep at low water and 300 feet wide across Mobile bar, at an estimated cost of $91,250. This work of improvement formed a part of the Mobile Harbor project until March 3, 1905, when, by the river and harbor act of that date, it was made a separate project, and the limit of cost was increased to $100,000. Up to June 30, 1908, the sum of $124,918.37 had been expended on this improvement, of which about $41,918.37 was applied to main- tenance. a See consolidated money statement on this page. b Of this amount $200,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907. RIVER AND HARBOR IMPROVEMENTS. 897 During the past fiscal year the U. S. dredge Charleston has been en- gaged most of her time in removing shoals and increasing the depth and width. The depth now ranges from 271 to 34 feet throughout the channel, except a few ridges near the edges where the depth is about 24 feet. The project is about 83 per cent completed . The maximum draft that can be carried through the channel at mean low water is now about 271 feet, and the average range of tide is 1.1 feet. Available funds and future appropriations will be applied to main- taining the channel and completing it according to the project, and to making necessary repairs to the dredge Charleston. For commercial statistics and effect of improvement on freight rates see report on Mobile Harbor. A reference to the report of the survey on which the existing project is based can be found in the Annual Report of the Chief of Engineers for 1904, page 324. July 1, 1907, balance unexpended ------------------------------ $52, 919.35 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $10, 919. 35 For maintenance of improvement ----------------- 16, 918. 37 - 27, 837. 72 July 1, 1908, balance unexpended ------------------------------ 25, 081. 63 July 1, 1908, outstanding liabilities ------------------------------ 7, 000. 00 July 1, 1908, balance available--------------------------------- 18, 081.63 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ------------------------------- 50, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 2.) 3. Black 'ar'rior, Warrior, and Tombigbee rivers, Alabama.-(a) Black Warrior River.-This name refers to that portion of the Warrior River above Tuscaloosa. Originally this part of the river was practically closed to navigation on account of shoals at and above Tuscaloosa. The original project for the improvement was adopted in 1887, the object being to obtain a channel for barges of 6 feet draft at low water all the year round between Tuscaloosa and Daniels Creek, 142 miles above, by means of five locks and dams, at an estimated cost of $741,670. Locks 10, 11, and 12 (formerly known as 1, 2, and 3) were built by hired labor and have been completed and opened for traffic since November, 1895. The river and harbor act of March 3, f899, provided for the con- struction of Lock 4 (now Lock 13), at a cost not to exceed $190,500. As it was subsequently found that the lock could not be completed for the amount appropriated, the river and harbor act approved June 13, 1902, authorized the transfer of $14,000 from the unex- pended balance of the Warrior River appropriations for the com- pletion of this lock. The same act extended the upper liNit of the improvement to the junction of the Mulberry and Locust forks of the river, 46- miles above Tuscaloosa, and provided for making a survey for the location of Locks 5 and 6 (now 14 and 15) next above 398 REPORT OF THE CHIEF OF ENGINEERS, I. S. ARMY. Lock 4. Report of this survey is printed in the Annual Report of the Chief of Engineers for 1904, page 1840. The river and harbor act of March 2, 1907, provides for the con- struction of Locks and Dams 14, 15 16, and 17, at an estimated cost of $1,409,000, to be provided under continuing-contract authoriza- tion, leaving Locks and Dams 18, 19, and 20, previously estimated to cost $1,047,000, to be provided for. These estimates were exclusive of cost of surveys and sites, $30,000, and additional land required at Lock No. 10, $5,000. During the past year it was decided to use two locks of 21 feet lift on Squaw shoals instead of three locks of 14 feet lift, and surveys were made to determine the most suitable locations for the remaining locks and the cost of completing the whole project from Mobile to the junction of the Mulberry and Locust Forks of the river. Work so far completed has been the construction of Locks 10, 11, 12, and 13. Six feet of navigation can be carried 12 miles above Tuscaloosa to site of Lock 14. Contract has been let for the construc- tion of Locks and Dams 14 and 15 and locktenders' houses. The con- tractor has built locktenders' houses and his own camps, installed a large amount of plant, delivered considerable material, and at Lock 14 has about 75 per cent of lock cofferdam constructed and most of ex- cavation for foundations of lock walls removed. A telephone line has been built to connect these locks with Government line at Lock No. 13. A well has been drilled for furnishing drinking water at Lock No. 14, and drilling one at Lock No. 15 is now in progress. Plans and specifications for Lock No. 16 have been prepared and for- -warded for approval, and negotiations for purchase of sites for Locks 16 and 17 are now in progress. Plans and specifications for Lock 17 are nearly completed. The total amount expended on this improvement to June 30, 1908, including the surveys mentioned above, was $867,991.42, none of which was applied to maintenance. The improvement of the Black Warrior River between Tuscaloosa and Daniels Creek is based upon the report of a Board of Engineers, dated April 2, 1887, and published in the Annual Report of the Chief of Engineers for 1887, page 1302. For commercial statistics, see report on operating and care of locks and dams on Black Warrior River, Alabama. (b) WarriorRiver.-This name refers to that portion of the War- rior River below Tuscaloosa. Originally logs, snags, and overhanging trees rendered navigation impossible at low water and dangerous at boating stages. The minimum depth of channel was about 1 foot and the minimum width about 60 feet. The original project for the improvement, adopted by the river and harbor act approved March 3, 1875, contemplated deepening the channel by jetty construction and the removal of snags and overhancg- ing trees. The amount expended on this project from 1880 until the adoption of the present project was $319,372. Prior to 1880 appro- priations aggregating $88,000 were expended on the Warrior and Tombigbee rivers jointly, and an account of this work may be found in the Annual Report of the Chief of Engineers for 1897, page 1679. The present project, adopted by the river and harbor act of March 3, 1899, is for the construction of six locks and dams (Nos. 4-9, inclu- sive, of the Black Warrior, Warrior, and Tombigbee system), with a total lift of 60 feet, and is to afford a channel for barges of 6 feet RIVER AND HARBOR IMPROVEMENTS. 399 draft at low water all the year round. The estimated cost of this work was $1,928,466, but repeated rises in the river prevented their completion during the past year and this amount will be exceeded. The amount needed for completion of these locks, as well as the fish- ways required at Dams Nos. 7, 8, and 9, is included in the amount needed to complete the whole project mentioned under Tombigbee River. This work was commenced under continuing contract, but the completion of three of the locks by hired labor has been authorized. These three locks were completed at a cost of $640,500, and are now being operated and cared for by the Government as Locks Nos. 7, 8, and 9, Black Warrior River. This work has resulted in opening up the river from Tuscaloosa to Lock 7, a distance of 79 miles, for navi- gation all the year round, though some dredging will be necessary to obtain a channel depth of 6 feet at the upper end of each pool. Tow- boats and barges of 4 feet draft have been operated on this section of the river during each low-water season since these locks were completed. The river and harbor act approved June 13, 1902, provided for the construction of Locks and Dams Nos. 1, 2, and 3 (new Nos. 4,5, and 6), on this river, at a cost not to exceed $874,000; also that $10,000 of this amount might be applied to the work of maintenance of the im- provement between Tuscaloosa and Demopolis. Work on these locks was commenced under contract in May, 1903, and continued until December 31, 1904, when contractors abandoned the work. During February, 1905, the completion of these locks by hired labor was authorized. Since that time all three locks and abutments have been completed and the dams about 90 per cent completed. Gates have been installed at two of the locks and they have been open for traffic during the past winter. Gates at the third lock are now being erected and should be opened for traffic in a few days. Work is now in progress on the dams, which should all be completed in the next two months. Changes in foundations, due to physical conditions at the sites, and increased cost of engineering expenses and contingencies, due to de- lays and final abandonment of work by contractors, and numerous rises in the river during the last three working seasons, will increase the cost of these locks above the amount originally authorized. The river and harbor act approved March 3, 1905, provided for the com- pletion of these locks and the construction of Locks and Dams Nos. 1 and 2 in the Tombigbee River at a cost not to exceed $881,466; also that not more than $40,000 of this amount could be expended in the construction of a dredge and not more than $30,000 for the construc- tion of lock houses. The river and harbor act of March 2, 1907, provides for the com- pletion of the three Warrior River locks, on which work is now in progress, and it is believed that they will be finished early this season. The total amount expended on improvement of Warrior River under the existing project to June 30, 1908, was $2,006,539.75, of which $13,691.24 was applied to maintenance. For commercial statistics, see report on " Operating and care of locks and dams on Black Warrior River." In addition to the com- merce passing through these locks, about 17,000 tons of logs was shipped from points below Lock 7. The report of the survey upon which the present project is based is printed in the Annual Report of the Chief of Engineers for 1890, 400 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. page 1719. For revised estimate by the local engineer officer of the cost of building Locks and Dams Nos. 1, 2, and 3, see Annual Report of the Chief of Engineers for 1904, page 1845. (c) Tombigbee River from the mouth to Demopolis (construction of locks and dams).-The original condition of the navigable channel of this section of the river was such as to permit of steamboat naviga- tion during high stages of water only, lasting about six or eight months of the year. The minimum width of the channel was about 100 feet and the minimum depth about 2 feet. For project, amount expended, etc., see report on maintenance of channel, Tombigbee River from the mouth to Demopolis. The amount expended on work of lock and dam construction under the existing project to June 30, 1908, was $545,742.49; for construc- tion of dredge, $40,030, and for construction of lock houses, $10,315.16. The river and harbor act of June 13, 1902, directed that a survey be made to determine the cost of completing Lock 1 and the location and cost of Locks 2 and 3, and this survey was made during 1902 and 1903. Report thereon is printed in the Annual Report of the Chief of Engineers for 1904, page 1842. During the fiscal year 1905 a part of the survey was gone over for the purpose of selecting more eco- nomical locations for Locks 2 and 3. The river and harbor act approved March 3, 1905, made an appro- priation of $100,000, and provided for the further appropriation of $781,466, to be applied to the completion of Locks and Dams Nos. 1, 2, and 3, Warrior and Tombigbee rivers, Alabama, and of Lock No. 1, Tombigbee River, and the construction of Lock No. 2, Tombigbee River. It was also provided that of these sums $40,000 might be expended for the construction of a dredge and $30,000 for the con- struction of lock houses necessary for the operation of locks and dams in the Black Warrior, Warrior, and Tombigbee rivers. The sundry civil act approved June 30, 1906, appropriated $543,466 of the amount authorized by the river and harbor act of March 3, 1905, and the sundry civil act approved March 4, 1907, carried the balance of $238,000. Provision was made in the river and harbor act of March 2, 1907, for construction of Lock and Dam No. 3 under con- tinuing contract at a cost of $483,000. At the beginning of the fiscal year Lock 1, at McGrew shoals, was about 75 per cent completed. During the year the erection of gates was finished, the abutment and 260 linear feet of the dam built, and 40 linear feet more, about 50 per cent, built. During the construction of the dam, when the stage of water was such that boats could not pass through the gap between the lock and the completed part of the dam, boats were passed through the locks. This lock and dam is about 85 per cent done. Contract was entered into for building Locks and Dams 2 and 3 under date of December 4, 1907. Work has been commenced at these locks, but continuous high water has interfered with operations. One lock-tender's house was completed at Lock 3, and the building of the dredge was finished. The installation of machinery and pur- chase of pipe line are not yet finished, but will be paid for from other appropriations. The telephone line between Locks 1 and 2 was com- pleted and then extended to Lock 3. For commerce in the calendar year 1907, see report on Tombigbee River, mouth to Demopolis. RIVER AND HARBOR IMPROVEMENTS. 401 The recent appropriations for slack-watering the Black Warrior, Warrior, and Tombigbee rivers have been made for one system of locks and dams, and not for those on the different rivers, so that this is now considered one project, the estimated cost of which is $7,195,- 643.89, exclusive of maintenance. On this project there was expended up to the close of the past fiscal year $3,470,(618.82, including the cost of dredge and lock houses and $13,691.24 applied to maintenance work. Estimates based on prices bid on last four locks contracted for in this district show that in addi- tion to amounts already appropriated or authorized, $1,C00,000 will be required to complete work under the general project, or anll increase of $511,000 over estimates heretofore made, divided as follows: For completing all locks and dams_----------------------------- $1, 460, 000 For dredging between locks necessary to obtain 6-foot depth ..-- 100, 0(00 For removin g snags and overhanging trees (original work) . .--- 30, 0 0 For building fishways in dams at Locks 7, 8, 9, 10, 11, 12, and 13 - 10, 000 Total ---- - --- - 1,600, 000 Amount authorized but not yet appropriated ----_ _ _____ 1, 312, 000 Total amount required to complete the project up to the junction of the Mulberry and Locust forks of Black Warrior River, the upper limit_ _- --------------- 2,912,000 It is therefore proposed to apply funds available for locks and dams and the amount estimated as a profitable expenditure in fiscal year ending June 30, 1910, to the completion of Locks and Dams No. 1, Tomnibighee River, at McGrew shoals, and Nos. 1, 2, and 3, Warrior River, the construction of Locks and Dams Nos. 2 and 3, Tombigbee River, and 14, 15, and 16, Black Warrior River; and commencement of work on Lock 17, same river. The project for all-year-round 6-foot navigation from the Mul- berry and Locust forks of the Black Warrior River to Mobile, Ala., has not yet progressed sufficiently to have much, if any, effect on freight rates; but when completed it is expected ta cause a great ie- duction in such rates from the mining section of Alabama to the Gulf of Mexico. LOCKS AND DAMS. July 1, 1907, balance unexpected-------------------------------$778, 176.31 Amount appropriated by sundry civil act approved May 27, 1908 - 530, 000. 00 June 30, 1908, sales of Government property - 13. 60 June 30, 1908, refundment of overpayment --------------- -15.01 1, 308, 204. 92 June 30, 1908, amount expended during fiscal year for works of improvement ---------------------------------------- 501,173.45 July 1, 1908, balance unexpended --- 807, 031.47 July 1, 1908, outstanding liabilities ----------------------------- 43, 500.00 July 1, 1908, balance available --------------------------------- 763, 531.47 July 1, 1908, amount covered by uncompleted contracts----------- 1, 412, 600. 00 Amount (estimated) required for completion of existing project- 2, 912, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 _ 000. 00 n1,000, Submitted in compliance with requirements of sundry civil act of June 4, 1897. 57101-ENG 1908- 26 402 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DREDGE. July 1, 1907, balance unexpended------------ ------------------- $3, 445. 70 June 30, 1908, refundment of an overpayment -------------------- 30. 00 June 30, 1908, amount 'expended during fiscal year for works of improvement- ----------------------------------------------- 3, 475. 70 LOCK HOUSES. July 1, 1907, balance unexpended ------------------------------ $22, 267.49 June 30, 1908, amount expended during fiscal year for works of improvement_--------------------------------------------- 2, 582. 65 July 1, 1908, balance unexpended ------------------------------- 19, 684. 84 CONSOLIDATED. July 1, 1907, balance unexpended -------------- $803, 889. 50 Amount appropriated by sundry civil act approved May 27, 1908S 530, 000. 00 June 30, 1908, sales of Government property -------------------- 13. 60 June 30, 1908, refundment of overpayments ... 45.01 1, 333, 948. 11 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 507, 231.80 July 1, 1908, balance unexpended ------------------------------- 826, 716. 31 July 1, 1908, outstanding liabilities ----------------------------- 43, 500. 00 July 1, 1908, balance available -------------------------- -- 783, 216. 31 July 1, 1908, amount covered by uncompleted contracts_ - -- 1, 412, 600. 00 Amount (estimated) required for completion of existing project 2, 912, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 _-1, 000, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (d) Tombigbee River from the mouth to Demopolis (maintenance of channel).-The original condition of the channel of this portion of the river was such as to permit of steamboat navigation during high- water stages only, lasting about six or eight months of the year. The minimum width of the channel was about 100 feet and the minimum depth 2 feet. The original project for the improvement of this stream, as adopted in 1871, contemplated the removal of snags and other obstructions in the channel of the-river and the widening and deepening of the existing channel through various shoals, at an estimated cost of $21,500. The project adopted in 1879 was to afford a channel of navigable width and 4 feet deep at ordinary low water from the mouth to Demopolis, a distance of 185 miles, by the removal of snags, logs, and overhanging trees, and the improvement of the worst bars by dredging. The amount expended on the improvement of this section of Tom- bigbee River under previous projects can not be given, as joint ap- propriations for the Warrior and Tombigbee rivers were made from 1875 to 1879, while between 1880 and 1888 the lower division of the river, for which appropriations were made, extended from Vienna to the mouth. RIVER AND HARBOR IMPROVEMENTS. 403 The earlier projects for the improvement of this sec ion of Tom- bigbee River were superseded by the project adopted in the river and harbor act of September 19, 1890. The project adopted at that time provided for securing a channel 6 feet deep at low water between the thouth and Demopolis by the construction of locks and dams and bank revetments, and by the removal of logs, snags, and other obstructions. The cost of this project was originally estimated at $508,808.98, but in 1897 after $330,000 had been appropriated for the work, the esti- mate was increased, the additional cost of completion being then placed at $600,000. By the river and harbor act of June 13, 1902, the formation of a 6-foot channel below Demopolis by constructing locks and dams was made a part of the project for securing 6-foot navigation in the Black Warrior, Warrior, and Tombigbee rivers, Alabama. Information in regard to work accomplished on the Tombigbee River under this project and the expenditures made in connection therewith will be found in the section of this report immediately preceding. Under previous projects this section of the Tombigbee River has been repeatedly cleared of snags, dikes have been constructed, dredg- ing has been done at the worst bars, and the channel made navigable for steamboats at low stages of the river. The existing project for maintenance of the improvement of the Tombigbee River from the mouth to Demopolis was adopted by the river and harbor act of June 13, 1902, and contemplates the maintenance of the existing channel by the removal of logs, snags, and other obstructions from the stream, and by the repair of dikes. The amount expended on work under the existing project up to the close of the fiscal year ending June 30, 1908, was $28,915.87, all of which was applied to maintenance. All work under this project has been performed with the United States plant and hired labor, and the channel of the stream has been maintained in a navigable condition. Part payment has been made from this appropriation for completing a United States dredge to be used on this and other rivers in the district. During the past fiscal year a few obstructions were removed by the U. S. snag boat Black Warrior. The district officer reports this boat about worn out and points out the necessity of replacing it with another snag boat, the new one now building for this river and the Pascagoula, Leaf, and Chickasahay rivers not being sufficient for all the work. The new snag boat referred to is now being built under contract with Ed. J. Howard, at Jeffersonville, Ind. It is proposed to apply available funds and future appropriations to maintaining the improvement by snagging, dredging, and construc- tion of jetties, to the installation of machinery and completion of dredge, and to part payment for the construction of self-propelling snag boat under contract. The Tombigbee River is navigable for steamboats as far up as Columbus, Miss., a distance of 341 miles above its mouth, and for rafts as far up as Walkers Bridge, Miss., a farther distance of 169 miles. This stream is nontidal except in its lower reaches. Floods at Demop- olis rise at times to a stage of 60 feet above low water. Detailed accounts of this improvement are contained in the Annual Reports of the Chief of Engineers for 1896, page 1437; 1897, page 1685, and 1900, page 2202. 404 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Commerce on this section of the river in the calendar year 1907 aggregated 429,931 tons, valued at $8,600,479. This project results in affording cheap water rates between Mobile and points along the lower Tombigbee River. July 1, 1907, balance unexpended -------------------------------- $26, 568. 36 June 30, 1908, amount expended during fiscal year for maintenance of improvement ..... .4, 635.17 July 1, 1908, balance unexpended 933.13 2------------------------------ IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -- __ _____ ---- _-26, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (e) Tombigbee River from Demopolis, Ala., to Columbus, Miss.- The original condition of this section of the river was such as to admit of navigation only during high-water stages. The channel was obstructed by shoals, logs, and overhanging trees, the minimum depth of water being 1 foot and the minimum width of channel 70 feet. The improvemnent of the Tombigbee River between Demopolis and Columbus was commenced under the project of 1871, which con- templated the improvement of this stream by the removal of snags and other obstructions in the river and the widening and deepening of existing channels through various bars. In 1879 this project was modified so as to provide for the formation of a channel of navigable width and 3 feet deep at low water from Demopolis to Columbus, this section forming a part of two different improvements. The earlier appropriations being made for the Warrior and Tom- bigbee rivers jointly, the exact amount expended on the original project for this improvement can not be stated. The present project for improvement of this section of Tombigbee River, adopted in 1890, provides for securing a channel 6 feet deep at low water from Demopolis to Columbus, a distance of 156 miles, by snagging, tree cutting, bank revetment, bar improvement, and the construction of locks and dams, at a cost originally estimated at $779,400. In 1897 the construction of locks and dams was estimated to cost $2,000,000. This project was adopted by the river and har- bor act of September 19, 1890, but no provision has yet been made by Congress for commencing the work of lock and dam construction. The fall of the river from Columbus to Demopolis is about 108 feet. The total amount expended on work under the existing project up to the close of the fiscal year ending June 30, 1908, was $172,312.06, of which about $71,855.17 was applied to maintenance. These ex- penditures have resulted in the formation of a clear channel within the limits of the project available for light-draft boats on a 2-foot rise above low water and in the partial maintenance of this improve- ment. Work has been prosecuted by means of United States plant and hired labor. During the past fiscal year about 44 miles of this section of river were worked over with the snag boat Vienna up to December 26, 1907, at which time operations were interrupted by high water and the boat was laid up until next low-water season; 3,409 obstructions were removed. RIVER AND HARBOR IMPROVEMENTS. 405 It is proposed to apply available funds and future appropriations to the work of maintaining the improvement by the removal of snags, trees, and other obstructions brought into the channel by freshets. The maximum height of these freshets at Columbus is 40 feet. The commerce on this section of the river for the calendar year 1907 amounted to about 6,655 tons, valued at $311,537. This project results in affording water rates from Mobile to points on the Tombigbee River above Demopolis for several months each year. July 1, 1907, balance unexpended ------------------------------ $14, 063.43 June 30, 1908, amount expended during fiscal year for maintenance of improvement_----------------------------------------------4, 375.49 July 1, 1908, balance unexpended --------------------------------- 9, 687.94 An\mount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------- 22, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (f) Tombiqbee River from Columbus to WTalkers Bridge, Miss.- Prior to 1902 this improvement was divided into two sections, one from Columbus to Fulton, 144 miles, and the other from Fulton to Walkers Bridge, 25 miles, for which appropriations were made separately. The original condition of the river was such that navigation was impossible except at high water, and difficult even at that stage, owing to the logs, snags, and overhanging trees which obstructed the channel. The minimum depth in the channel was about 1 foot, and the minimum width was 50 feet. The project for the improvement of the river above Columbus was adopted in 1873, and provided for obtaining a good high-water channel by the removal of obstructions, at an estimated cost. of $35,000. This project was completed in 1882, at a cost of $27,293.65, since which time operations have been directed toward maintaining the improvement. The first specific appropriation for the portion of the river between Fulton and Columbus was made in 1892, this money, together with subsequent appropriations, being applied to the maintenance of a high-water channel. The project for improvement of the river from Fulton to Walkers Bridge was adopted in 1888, and provides for securing a high-water channel by the removal of logs, snags, and overhangingf trees, at an estimated cost of $11,000, and for the maintenance of the same at an annual cost of $1,500. This project was adopted by the river and harbor act of August 11, 1888, and was completed in 1891, at a cost of $6,517.19. The total amount expended on these projects up to the close of the fiscal year ending June 30, 1908, was $76,595.91, of which amount $42,785.07 had been applied to maintenance. United States plant and hired labor have been employed on this work. During the past fiscal year about 60 miles of this section of river were worked over, resulting in the removal of 28,335 obstructions and marked benefit to navigation. 406 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As a result of the work done on this section of Tombigbee River it has been possible to bring large rafts of logs and timber down on a rise of a few feet above low water, but the freshets here range from 20 to 40 feet during the high-water season and many obstructions are brought into the stream by these floods, rendering it necessary to remove such obstructions each season in order to keep the channel open. This part of the river is nontidal. It is proposed to apply available funds and future appropriations to the work of maintaining a high-water channel within the limits of the improvement. A reference to reports on surveys upon which a portion of this project is based is printed in the Annual Report of the Chief of En- gineers for 1905, page 340. The commerce on this section of the river during the calendar year ending December 31, 1907, amounted to 35,523 tons of logs, valued at $160,000. Funds for work on this part of the river are allotted from the ap- propriation for Tombigbee River, Demopolis to Columbus. This project has no effect on freight rates. July 1, 1907, balance unexpended -------------------------------- $2, 291. 95 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------- 2, 220. 81 July 1, 1908, balance unexpended ---------------------------------- 71. 14 Amount that can be profitably expended' in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 --------- - 000.00 5 ,------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 3.) 4. Operating and care of locks and dams on Warrior and Black Warrior rivers, Alabama.-(a) Lock 7.-This lock is about 79 miles by river below Tuscaloosa. Contract work was completed and the lock turned over to the United States November 7, 1903. At that time its operation and care became a charge under the general law of July 5, 1884. The lock was opened for traffic November 27, 1903, and has been used regularly since. During the past year additional riprap has been placed for protecting bank below lock. Stone filling has been placed below lock to check erosion. Telephone line has been repaired. Several snags have been removed from approaches to lock. (b) Lock 8.-This lock is about 63 miles by river below Tuscaloosa. Contract work was completed and this lock turned over to the United States in December, 1902. On January 1, 1903, its operation and care became a charge under the general law of July 5, 1884. On account of delay in erecting the gates, damage to timber floor by upthrust, and a large leak which developed under abutment, this lock was not opened for traffic until October 13, 1903. Since that time it has been used regularly, except twenty-six days during No- vember, 1904, when it was closed to traffic for repairs to timber floor, and a few days during January, 1906, on account of large accumula- tions of drift in upper approach to lock. During the past year three guard cribs have been built along upper approach to this lock. Flood deposit has been dredged from lock chamber. Caving banks at and near the lock have been protected with stone and quarry waste. RIVER AND HARBOR IMPROVEMENTS. 407 (c) Lock 9.-This lock is about 46 miles by river below Tuscaloosa. Contract work was completed and the lock turned over to the United States in December, 1902. On January 1, 1903, its operation and care became a charge under the general law of July 5, 1884. This lock was opened for traffic in October, 1902, and has been used regu- larly since. During the past year four guide cribs have been built along upper approach to lock. Upper approach to lock widened and straightened by dredging. Several large trees which caved into channel above and below lock removed by blasting and with derrick boat. Lock tender's house painted. (d) Locks 10, 11, and 12.-These locks and dams are near Tusca- loosa, Ala., and overcome the Tuscaloosa Falls with their combined lift of 29 feet. They were finished and opened to traffic in Novem- ber, 1895, and on July 1, 1896, their operation and care became a charge under the general law of July 5, 1884. In addition to their operation and care, flood deposit has been dredged from lock cham- bers and approaches. Wells have been drilled at Locks 10 and 11, furnishing an abundant supply of good water. Necessary repairs to plant have been kept up at the Tuscaloosa shops, and four barges have been hauled out on the ways and thoroughly repaired. (e) Lock 13.-This lock is about 9 miles above Tuscaloosa. Con- tract work was completed and the lock turned over to the United States in May, 1905. On July 4, 1905, it was opened for traffic and its operation and care became a charge under the general law of July 5, 1884. Since that time two additional guide cribs have been built above the lock and the river bank below dam abutment thoroughly protected with riprap. During the past year in addition to opera- ting and care of lock, fence has been built around reservation. Snags and obstructions have been removed from channel below lock. Lower approach to this lock has been widened and straightened by dredging. During the past year, in addition to work on locks, about 40 miles of river between Locks 9 and 10 were cleared of snags and other obstructions. A channel was dredged through Trussells bar, which had shoaled up badly during the high-water season. One new work barge was built and all material delivered for one more. Steamer Nugent and dredge boat repaired and painted. Quarterboat re- paired. To June 30, 1908, the amount expended on this work was $315,693.76. The total expense during the year for operating, repairs, etc., for the seven locks was $55,974.58. The commerce passing through the locks during the fiscal year ending June 30, 1908, amounted to 1,496 tons coal, 202 tons cotton, 12,089 tons stone, 110 tons fertilizer, 5,634 tons logs, 785 tons lumber, and 350 tons of general merchandise. In addition to the commerce passing through the locks there is some coal traffic in the pool be- tween Locks 12 and 13 and a considerable traffic in logs in the pool between Locks 7 and 8. No accurate record of this traffic is available. (See Appendix R 4.) 5. Pascagoula River, Mississippi.-Before this improvement was commenced the channel through the bar at the mouth of the river had a least depth of 3 feet at low water, while inside the mouth for a distance of 10 mAles upstream the river was navigable for vessels of 408 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 61 feet draft. Appropriations for this work of improvement were made in 1827, 1828, and 1852, but there is no record of the work accomplished with those funds. The first extended project for the improvement of this stream was adopted in 1880 and contemplated securing a channel 7 feet deep and 200 feet wide across the bar at the mouth of the river. This project also included some snagging work on the river above Moss Point, which is described in the report on the improvement of the Pasca- goula, Leaf, and Chickasahay rivers, Mississippi. The project for a 7-foot channel was practically completed in 1884, the total amount expended in securing such a channel, including the appropriations made between 1827 and 1852, amounting to $74,500. In 1886 a new project was adopted, which provided for securing a channel 12 feet deep at low water, with a navigable width between Mississippi Sound and Moss Point. Under this project a depth of 9 feet across the entrance bar was first obtained, while subsequently a channel 12 feet deep and 80 feet wide was dredged from Moss Point to the mouth of the river, and a 12-foot channel across the bar at the mouth was partially completed. These operations required the expenditure of $95,000, including the expenditure of about $8,000 applied to dredging work in Horn Island Pass in 1897, or a total of $169,500 under both projects. The present project for the improvement of Pascagoula River was adopted in the river and harbor act of March 3, 1899), and provided for the formation of a 12-foot channel from a point in Dog River 3 miles above its mouth down the Pascagoula River to the 12-foot con- tour in Mississippi Sound, 150 feet wide above and 300 feet wide below the railroad bridge at Scranton, Miss., at an estimated cost of $317,600, including the formation of a 20-foot channel through cer- tain shoal spots in the Horn Island ancerorage. Work under this project was in progress between September, 1899, and February, 1902, during which time an uninterrupted 12-foot channel was obtained within the limits of the project in Pascagoula River, while a 20-foot channel was formed through the shoal areas in Horn Island anchorage. The river and harbor act of June 13, 1902, modified and extended the existing project so as to provide for a channel 17 feet deep instead of 12 feet from 3 miles above the mouth of Dog River to Mississippi Sound, at a total cost of $1,050,222, exclusive of the Horn Island improvement. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $553,997.01, excluding the expenditure of about $88,000 on the work performed at Horn Island. Of this amount $65,044.68 was applied to maintenance. The whole expenditure of the past year may be charged to maintenance. Work under the project is about 50 per cent completed. The U. S. dredge Barnard was tried for a short time in this chan- nel and removed 80,394 cubic yards of material, place measurement. Bids, to be opened July 20, 1908, have been invited for dredging under contract in the uppWer part of the channel. The Barnard will be used in dredging the seaward end. The full depth of 17 feet over a length of 60.002 feet of the oabnnel for a width varying from 125 to 150 feet was finished in 1907, com- RIVER AND HARBOR IMPROVEMENTS. 409 pleting the work above the railroad bridge. During the past fiscal year about 11 miles of the lower channel shoaled to 13 feet. The available low-water draft is now 15 feet. The average range of tide is 1 feet. It is proposed to apply the available balance and future appropria- tions toward the completion of the project and maintenance of the improvement. A reference to the report of the survey upon which the existing project is based is printed in the Annual Report of the Chief of Engineers for 1904, page 334. An account of this improvement is contained in the Annual RIeports for 1902, page 2211, and 1904, page 1823. The commerce of the harbor for the calendar year 1907 amounted to 1,002,098 tons, principally logs, lumber, and naval stores, valued at $7"729,669. This project results in effecting a reduction in rail freight rates between Scranton, Miss., and seaboard cities of the Atlantic coast, and also in affording direct water freight rates on lumber from Moss Point and Scranton to foreign ports. July 1, 1907, balance unexpended - - --- $150, 652. 01 June 30, 1908, amount expended during fiscal year for maintenance of improvement __- _ -- 25, 044. 68 July 1, 1903, balance unexpended - 125, 607.33 July 1, 1908, outstanding liabilities ..- 1, 500.00 July 1, 1908, balance available 124, 107. 33 Amount (estinuitedl) required for completion of existing project- 360, 622. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of impro-vement and for mi:aintenance in addi- tion to the balance unexlended July 1,1908 -_-___-___250, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix IR 5.) 6. Paseagoula, Leaf, and Clhickasahay rivers, Mississippi.-(a) Paseagoula Ricer (above the mouth of Dog Ri cer).-Before this improvement was commenced navigation was impossible on this sec- tion of Pascagoula River, except during periods of high water. The minimum width of the channel was (10 feet and the minimum depth was 1 foot, the stream being very much obstructed by snags and logs. The first project for this improvement, which was adopted in 1880, in addition to providing for dredging work at the mouth of the stream, decribed in the report on the improvement of Pascagoula River, Mississippi, contemplated the improvement of the river by the re- moval of snags and overhanging trees. Under this project the river was cleared of obstructions between 1882 and 1884, at a cost of $15,000. In 1886 the existing project for this improvement was adopted. This project provides for the maintenance of the channel above the mouth of the river by removal of obstructions from the stream from time to time. This project was modified in 1899, the extent of the improvement being limited at that time to the section of the river above Dog River, about 100 miles. The total amount ex- pended on the existing project to June 30 1908 was $23303.47, all of which was applied to maintenance. 410 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A few obstructions were removed during the fiscal year. A con- tract has been made for the construction of a self-propelling snag boat, part of the cost of which will be paid from appropriation for this work, part from that for Leaf River, and the balance from the appropriation for improving Tombigbee River, mouth to Demopolis. On June 30, 1908, the Pascagoula River was navigable at low water for boats of 5 feet draft as far up as Cedar Creek, 55 miles, while above this point to the head of the river light-draft navigation was possible on a slight rise above low water. The Pascagoula River is nontidal, except in its lower reaches. The report of the examination upon which the improvement was originally based is printed in the Annual Report of the Chief of Engineers for 1879, page 835. The commerce originating on Pascagoula River above the mouth of Dog River during the calendar year 1907 amounted to 290,327 tons. principally logs, naval stores, and general merchandise, valued at $1,807,500. In addition to this, the combined commerce of Chicka- sahay and Leaf rivers passed over this stream. This project has no effect on freight rates. Available funds and future appropriations will be applied to part payment on snag boat and in continuation of snagging operations. July 1, 1907, balance unexpended -------------------------------- $9, 731. 86 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 285.33 July 1, 1908, balance unexpended --------------------------------- 9, 446. 53 July 1, 1908, amount covered by uncompleted contracts ------------- 6, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908..----------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Leaf River.-Originally it was impracticable to navigate this river on account of snags, logs, and overhanging trees obstructing the channel. The minimum width of the stream was 100 feet and the minimum depth was 2 feet. The original project for this improve- ment was adopted in 1890, its purpose being to afford a channel for high-water navigation from Bowie Creek to the mouth of the river, a distance of 75 miles, by the removal of obstructions and overhanging trees. This project was completed in 1897 at a cost of $11,019.04, since which time expenditures have been in the direction of main- taining the improvement. No work was done during the fiscal year. With available funds and future appropriations maintenance work will be continued. The total amount expended on this improvement up to June 30, 1908, was $22,083.51, of which $11,064.47 was applied to maintenance. On June 30, 1908, the river was available for rafting on a fair rise above low water, being used to a very limited extent for any other form of navigation. For reference to the report upon which this project is based and to descriptions of the improvement, see the Annual Report of the Chief of- Engineers for 1904, page 337. a See consolidated money statement on page 412. RIVER AND HARBOR IMPROVEMENTS. 411 The commerce of Leaf River during the calendar year 1907 amounted to 177,750 tons, principally logs and timber, valued at $830,000. This project has no effect on freight rates. July 1, 1907, balance unexpended--------------------------------$3, 541.49 June 30, 1908, amount expended during fiscal year for maintenance of improvement -- ------------ 125. 00 July 1, 1908, balance unexpended -------------------------------- 3, 416. 49 July 1, 1908, amount covered by uncompleted contracts ------------- 1, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Chickasahay River.-The original condition of this river was such that it was navigable for small rafts only during high water, and even navigation of this character was troublesome and dangerous. The minimum width of the channel was 50 feet and the minimum depth 6 inches, the river being badly obstructed by logs and snags. The original project for the improvement was adopted by the river and harbor act of September 19, 1890, and provided for obtaining a high-water channel from the mouth of the river up to Shubuta, Miss., a distance of 130 miles, by the removal of obstructions from the chan- nel and overhanging trees from the banks. The river and harbor act of June 3, 1896, modified this project by limiting the improvement to that part of the river between the mouth and Bucatunna, Miss., about 75 miles. The project further provided for the maintenance of the improved channel. The project, as modified, was completed in the latter part of 1896, at a cost of $12,399.73. During the fiscal year ending June 30, 1904, the entire improve- ment was worked over, this work being completed October 19, 1903, leaving the river in fair condition for rafting and flatboats on a rise of 3 or 4 feet. No work was done after this until the past fiscal year, when the improvement was gone over and 7,372 obstructions were removed, resulting in considerable benefit to navigation. The total amount expended on the improvement up to June 30, 1908, was $24,877.46, of which $12,477.73 was applied to maintenance. The existing project was adopted in the river and harbor act of March 3, 1905, and provides for maintaining the channel in Chicka- sahay River from the mouth to Bucatunna, Miss., by the removal of logs, snags, and other obstructions from the waterway, in order to keep the river in navigable condition for rafting at high-water stages, at an annual cost of $2,500. A reference to the report of the examination upon which this project is based is printed in the Annual Report of the Chief of Engineers for 1905, page 346. This stream is nontidal, and its condition on June 30, 1908, was such that it could be used by flatboats and rafts on a rise of 6 or 8 feet up as far as Shubuta, Miss., though considerably obstructed. The improvement has had no effect on freight rates. The commerce of this river during 1907 amounted to 180,125 tons of logs and timber, valued at $923,000. a See consolidated money statement on page 412. 412 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Available funds and future appropriations will be applied to snagging operations. July 1, 1907, balance unexpended_ - ____ ____ $3, 500.00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------- 3, 127.46 July 1, 1908, balance unexpended -- - _ __-_---------- 372. 54 Amount that can be profitably expended in fiscal year ending June 30, 1910. for maintenance of improvement, in addition to the balance unexpended July 1, 1908 - -_-- ------_._- ------ - _ (a) Submnitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1907, balance unexpended _-- - $16, 773. 35 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 3, 537. 79 July 1, 1908, balance unexpended ---------------------------- 13, 235. 56 July 1 1908, amount covered by uncompleted contracts---- 7, 000.00 Imount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unuexpended July 1, 1908 ------ _-_ - _25, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 6.) 7. Horn Island Pass, Mississippi.-The channel through the bar had before improvement a depth which increased through natural causes from 14 or 15 feet in 1853 to about 18 feet in 1886, and has been available at low water since the latter date for vessels up to a draft of slightly less than 18 feet. Under the appropriations for improving Pascagoula River, Missis- sippi, carried by the river and harbor acts of August 18, 1894, and June 3, 1896, provision was made for the removal of the bar in Horn Island Pass, and in conformity with this provision a channel with a least depth of 20.5 feet (19.5 feet referred to the existing datum), and with a width of 200 feet, was dredged through the Horn Island bar. The total cost of this work was $7,682.40, but the benefit of the im- provement was soon lost through shoaling. Under the appropriations for Pascagoula River and Horn Island Harbor carried by the river and harbor act of March 3, 1899, and the sundry civil act of June 6, 1900, an amount estimated at about $88,000 was applied to dredging a 20-foot (19 feet present datum) channel at certain shoal areas in the Horn Island anchorage basin, the work be- ing in progress between 1899 and 1901. The existing project for the improvement of Horn Island Pass pro- vides for the formation of a channel 21 feet deep at low water, 300 fe't wide through the outer bar, and 200 feet wide elsewhere in the pass, at an estimated cost of $40,480, and $9,000 annually to preserve the improvement. The project was adopted by the river and harbor act of March 3, 1905, which carried an appropriation of $40,480 for the work, subject to the condition " that a contract or contracts can be a See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 413 made at a sum not to exceed the unit price of eleven cents per cubic yard, or such work can be performed by a Government dredge." The proposed dredging work was advertised under date of May 16, 1905, but no bids for its execution were received in response to this advertisement. Since that date the work has been performed by the U. S. dredge Charleston. Previous to June 30, 1907, this dredge removed 353,230 cubic yards of material at a cost of 9 cents per cubic yard. During the past fiscal year she removed 181,017 cubic yards of material at a cost of 8.82 cents per cubic yard. The saving to the United States over contract work is estimated at $9,528.48. This dredge is in need of repairs, as explained in report on Mobile bar, and it is proposed to pay for one-half the cost of these repairs from the appropriation for Horn Island Pass. The project has been completed and available funds and future appropriations will be applied to maintenance of the channel and to the payment of part of the cost of repairing the dredge Charleston. The report upon which this project is based is printed in the Annual Report of the Chief of Engineers for 1904, page 1863. The available low-water depth through the pass is about 21 feet, and the average range of tide is about 1.1 feet. Commerce using the Horn Island Pass channel during the calendar year 1907 amounted to 510,366 tons of lumber and timber, valued at $4,694,169. This improvement in connection with the improvement of Pasca- goula River results in effecting a reduction in rail freight rates be- tween Scranton, Miss., and seaboard .cities of the Atlantic coast, and in affording direct water freight rates on lumber from Moss Point and Scranton to foreign ports. The total amount expended under the existing project up to June 30, 1908, was $45,986.57, of which about $5,505.57 has been applied to maintenance. July 1, 1907, balance unexpended - __- _--_$19, 782. 33 June 30, 1908, amount expended during fiscal year: For works of improvement_ $10,783.3 For maintenance of improvement , 505. 57 5------------------ - 16, 288. 90 July 1, 1908, balance unexpended 3, 4!3. 43 July 1, 1908, outstanding liabilities 2-- S7.55 July 1, 1908, balance available ------------------ 2. 665. 88 Amount that can be profitably expended in fiscal year ending June 30. 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ---- _-__---_--_---_-__-____________ 14, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 7.) 8. Harbor at Biloxi, Miss.-This channel originally had a mini- mum depth of 4 feet. The original project for its improvement was adopted in 1882 and contemplated the formation of a channel through Deer Island flats to connect Biloxi Bay with the Back Bay of Biloxi, at an estimated cost of $35,000. The channel thus proposed was to have a depth of 8 feet at low water, with a width sufficient for navi- gation. 414 REPORT OF THE CHIEF OF ENGINEERS, U. S., ARMY. In 1884 this project was changed so as to provide for deepening the channel from Mississippi Sound to the wharves at Biloxi from the existing depth of 4 or 41 feet to 8 feet over a width of 150 feet, the estimated cost of this work being $55,000. The work of dredging was commenced in September, 1887, and the project was finally com- pleted in August, 1893, at a cost of $44,382.27. Between this time and June 30, 1907, maintenance dredging was carried on from time to time by contract, keeping the improvement partially intact. Under contract 62,370.6 cubic yards of material, place measure- ment, was dredged during the year, restoring the depth of 8 feet over a width of 120 feet and a length of 6,666 feet. The contract price was 12: cents per cubic yard measured in place. Other expenses amounted to 1.72 cents per cubic yard. Available funds and future appropriations will be applied to maintaining a channel 8 feet deep and as great a width as possible, not exceeding 150 feet. The commerce of the harbor during the calendar year 1907 con- sisted principally of lumber, rosin and turpentine, fish and oysters, nd general merchandise, amounting to 271,580 tons, valued at $2,667,050. The total amount expended on this improvement up to June 30, 1908, was $71,083.66, of which $26,701.39 was applied to work of maintenance. The maximum low-water draft that can be carried through the channel is now about 9 feet, and the range of tide is about 1 feet. A reference to the report upon which the present project for this work of improvement is based is printed in the Annual Report of the Chief of Engineers for 1904, page 337. The project has little or no effect on freight rates. July 1, 1907, balance unexpended ------------------------------ $10, 696. 53 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 9, 397.92 July 1, 1908, balance unexpended -------------------------------- 1, 298.61 July 1, 1908, outstanding liabilities ------------------------------ 500.00 July 1, 1908, balance available--------------------------------- 798. 61 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 --------------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 8.) 9. Harbor at Gulfport and Ship Island Pass, Mississippi.-Origi- nally no channel existed between Ship Island Harbor and Gulfport, Miss. The depths on the site of the channel ranged from 19 to 81 feet, and over the site of the anchorage basin they varied from 8J to 21 feet. The existing project was adopted by the river and harbor act of March 3, 1899, which authorized the Secretary of War to enter into contract for dredging a channel 300 feet wide and 19 feet deep at mean low water from the anchorage basin at Ship Island Harbor, on the Gulf of Mexico, to Gulfport, Miss., and to construct at the end of this channel next to the shore an anchorage basin of similar depth RIVER AND HARBOR IMPROVEMENTS. 415 and not less than 2,640 feet by 1,320 feet in area. This act also authorized the Secretary of War to contract for the maintenance of this channel and anchorage basin for a term of five years after their completion for the sum of $10,000 annually. Contract was entered into in 1901 for dredging the channel and anchorage basin, the work to be completed within two years from April 21, 1901, for $150,000, and for the maintenance of the channel and basin for a term of five years after completion for the sum of $10,000 per annum. Work was commenced on April 16, 1901. By joint resolution of Congress approved June 14, 1906, it was provided that the channel and basin should be accepted as dredged, and that $150,000 should be paid the contractor for the work, the channel and basin having been dredged to the ap- proximate depth and width required in the contract. The payment has been made. The period of maintenance commenced June 14, 1906. The river and harbor act approved March 2, 1907, appropriated $100,000 for continuing the improvement and maintenance of the anchorage basin at Gulfport and channel therefrom to the anchorage or roadstead at Ship Island, also Ship Island Pass between Ship and Cat islands, Mississippi, and authorized the Secretary of War to annul that portion of the contract entered into February 20, 1901, with Spencer S. Bullis, relating to the maintenance of a channel and anchorage basin between Ship Island and Gulfport. The annulment of this contract was effected by a supplemental agreement approved by the Secretary of War June 11, 1907. Since March 2, 1907, nothing has been done at Ship Island Pass, an d no work on this channel is proposed for the present. During the past fiscal year the U. S. Dredge Barn&ard has dredged 1,298,144 cubic yards of material, place measurement, from the Gulf- port channel, at a cost of $66,534.81, and has proved fairly successful for this work. The district officer points out the abuse of this chan- nel, the difficulties of this work, the necessity for a special dredge, and recommends the transfer of the Barnard and attendant plant, with some alterations and additions, at a total estimated cost of $215,000, should a dredge be provided for this channel. The maximum low-water draft available in the channel and basin is 19 feet. The range of tide here is about 1- feet. Vessels drawing over 20 feet are dragged out by tugs through the mud at the bottom of the channel. During the time dredging work was in progress under contract with Spencer S. Bullis allotments, amounting to $24,199.85, were made from the permanent indefinite appropriation made by section 4 of the river and harbor act of July 5, 1884, to cover the expenses of inspection, superintendence, and surveys. Of the amount allotted, $22,449.76 was applied to the purpose for which intended and the balance turned back into the Treasury. It is proposed to apply available funds and future appropriations to maintenance of the Gulfport channel and anchorage basin. A reference to the report upon which the present project is based can be found in the Annual Report of the Chief of Engineers for 1904, page 338. The commerce of Gulfport Harbor during the calendar year 1907 amounted to 670,606 tons, principally lumber and timber, valued at $6,969,600. 416 REPORT OF THE CHIEF OF ENGINEERS', U. S. ARMY. This project results in effecting a reduction in rail freight rates between Gulfport and seaboard cities of the Atlantic coast and in affording water freight rates from Gulfport to foreign ports. The total amount expended on this improvement up to June 30, 1908, was $238,582.90, of which $72,383.05 was applied to mainte- nance. July 1, 1907, balance unexpended _-- - $97, 151.76 Returned to Treasury to credit of appropriation for operating and care of canals, etc_ ------- 750. 09 ,------------------ 95, 401. 67 June 30, 100S, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 66, 534. 81 July 1, 1908, balance unexpended -------------------------------- 28, 8(66. 86 July 1, 1908, outstanding liabilities 10, 000. 00 July 1, 1908, balance available ---------------------------------- 18, 263. 86 Amount that can be profitabl)ly expended in fiscal year ending June 30, 1910, for nmintenance of improvement in addition to the balance unexpended July 1, 1908 . _. .-- . ._. - - - - .__. - _ _ _-. _._ _ _200,000.00 Submitted in compliance with requirements of sunumdry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 9.) 10. Wolf and Jordan rivers, Mississippi.-The least depth on the bar at the mouth of Wolf River is something under 3 feet, and on the bar at the mouth of the Jordan River it is not quite 4 feet. The present and only project was adopted by the river and harbor act of March 2, 1907, and provides for the formation of a channel 7 feet deep and 100 feet wide at. bottom, with side slopes of 1 on 6, across the bar at the mouth of each of the streams named, from the 7-foot curve of depth in the river to the 6-foot contour in Bay St. Louis, at a cost of $30,000 for completing the work and $5,000 per annum thereafter for maintenance. After reaching the 6-foot con- tour in the bay, the material becomes so soft that a draft of 7 feet can easily be carried through it. A contract has been entered into for dredging channels in accordance with the project, and 161,163.2 cubic yards of material, place measurement, was removed during the year, resulting in a channel in the Wolf River 8 feet deep and 100 feet wide between the 6.7-foot and the 5.3-foot curves, and a channel of the same width and depth in Jordan River between the 6.7-foot and the 5.5-foot curves. The project is about 95 per cent completed. A mean low-water draft of 7 feet can be carried through either channel, and the average range of the tide is 13 feet. Additional appropriations, when made, will be applied to main- tenance. The report of the examination and survey upon which the project is based is printed in House Document No. 917, Fifty-ninth Congress, first session. For previous reports of examinations, reference is made to the Annual Report of the Chief of Engineers for 1893, pages 1787 and 1789. The commerce on these rivers during the calendar year 1907 amounted to 43,282 tons of lumber, rosin, turpentine, and general merchandise, valued at $478,041. RIVER AND HARBOR IMPROVEMENTS. 417 The improvement has been of immediate and considerable local benefit. The work is too recent to determine its effect on freight rates, but it is believed to have little, if any, such effect. The total amount expended on this improvement up to the close of the past fiscal year was $28,695.19, none of which was applied to maintenance. July 1, 1907, balance unexpended -$30, 000. 00 June 30, 1908, amount expended during fiscal year for works of improvement --------------------------------------------- 28, 695. 19 July 1, 1908, balance unexpended_ 304. 81 11,-------------------------- Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ---------------------------- 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 10.) 11. PearlRiver below Rockport, Miss.-The limits of this improve- ment originally extended from the mouth of the river to Jackson, a distance of 313 miles. By act of Congress of April 21, 1900, the con- struction of a fixed highway bridge across Pearl River at Rockport was legalized. This point thereby became the head of navigation on the lower river for boats of any considerable size and the upper limit of the project. However, the bridge at Rockport is reported to have been washed away in February, 1906. The distance from Jack- son to Rockport is 67 miles. Prior to improvement the condition of the river was such that it was not navigable except during high-water stages, and even then navigation was difficult and dangerous. The original project for this improvement was adopted in 1880, and provided for a channel of navigable width and 5 feet deep at low water, by the removal of snags and sunken trees from the river bed and overhanging trees from the banks, at an estimated cost of $95,940. This project having been found to be impracticable, it was modified in 1885 so as to provide for a 2-foot channel at low water throughout this section of the river, at an estimated cost of $145,940. With past appropriations the river has been improved .until it became navigable for light-draft boats on a slight rise up as far as Monticello, about 211 miles above the mouth. Above Monticello the river has never been navigable except on a rise of 7 feet or more. Appropriations since 1899 have been applied to the maintenance of the lower 100 miles of the river. During the past fiscal year 40 miles of river was worked over with the snag boat Pearl, most of it twice; 10,878 obstructions were re- moved. The work of equipping the Pearl with self-propelling ma- chinery is just about completed, and she will shortly resume the work of removing obstructions. The total amount expended on this improvement up to June 30, 1908, was $176,210.13, of which about $71,085.13 was applied to maintenance. Recent appropriations, prior to that of March 2, 1907, were suffi- cient only to maintain the channel in the lower 100 miles, and this part is available for light-draft navigation on a fair rise. The up- 57101-ENG 1908 27 418 REPORT OF THE CHIEF OF ENGINEERST U. S. ARMY. per portions of the stream not recently worked over are not safe for navigation on less than a 7 or 8 foot rise. The redredging of the 9-foot channel at the mouth of East Pearl River, as recommended in House Document No. 328, Sixtieth Con- gress, first session, should, it is believed, be considered a separate improvement, and none of the money for Pearl River below Rock- port should be applied to it. It is proposed to apply available funds and future appropriations to the prosecution of snagging work in completion of the project and maintenance of the improvement. This river is nontidal except in its lower reaches. The report upon which the project was originally based can be found in the Annual Report of the Chief of Engineers for 1879, page 879. Extended information can be found in the Annual Report of the Chief of Engineers for 1896, page 1454. The commerce of this part of Pearl River during the calendar year 1907 amounted to 40,887 tons of logs and timber, valued at $422,247. The project has little or no effect on freight rates, but when com- pleted it is believed will cause a material reduction in these charges. July 1, 1907, balance unexpended _-- - -- - $29, 182.32 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 4, 981.06 July 1, 1908, balance unexpended ----------------------- 24, 201.26 July 1, 1908, outstanding liabilities 6, 200. 00 July 1, 1908, balance available ----------------------------------- 18, 001. 26 Amount (estimated) required for completion of existing project- 75, 798. 74 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ----- ------ 20, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 11.) 12. Pearl River between Edinburg and Jackson, Miss.-The orig- inal condition of this section of Pearl River was such that navigation was inpossible, except during high water, and even at high stages it was difficult and dangerous. The minimum width and depth of the channel was 40 feet and 1 foot, respectively, between Carthage and Jackson, while above Carthage the channel had a minimum width of 30 feet and a minimum depth of 3 inches. This improve- ment was formerly divided into two sections, for which appropria- tions were made separately. The original project for the section from Jackson up to Carthage, 101 miles, as adopted in 1879, con- templated obtaining a clear channel of navigable width and 5 feet depth at low water, at an estimated cost of $21,000. In 1886 this project was modified so as to provide for a channel 2 feet deep, this depth being considered sufficient for the needs of navigation, and at the same time the estimate of cost was increased to $50,000. Work under this project was completed in 1893, at a total cost of $26,014.98, since which time funds have been applied to maintenance. The original project for the part of the river from Carthage up to Edinburg, a distance of 25 miles, was adopted in 1884 and provided RIVER AND HARBOR IMPROVEMENTS. 419 for the formation of a high-water channel for use during six or eight months of the year, at an estimated cost of $13,464, and for the maintenance of same at an annual cost of $500. The work of im- provement under this project was completed in 1890, at a cost of $5,857.08, subsequent appropriations being applied to the work of maintenance. The river and harbor act approved June 13, 1902, made one ap- propriation for this section, since which it has been considered as a single improvement and appropriations made accordingly. Snagging operations were resumed July 13, 1907, and discon- tinued December 30, 1907, on account of high water, 71- miles of river having been worked over and 8,339 obstructions removed. This work will be continued with available funds and future appropria- tions as made. Up to June 30, 1908, the total amount expended on this improve- ment was $63,850.31, of which about $31,978.25 had been applied to maintenance. The report of the survey of Pearl River from Carthage to Jackson, upon which the present project was based, is published in the Annual Report of the Chief of Engineers for 1879, page 880, and the report of the survey of the river between Edinburg and Carthage, upon which the present project was based, is printed in the Annual Report of the Chief of Engineers for 1884, page 1287. During the calendar year 1907 there was quite a commerce on this section of Pearl River, but the only definite figures received at this office was 340 tons of general merchandise, valued at $10,000. The improvement has had no effect on freight rates. July 1, 1907, balance unexpended _---$4, 734. 71 June 30, 1908, amount expended during fiscal year for maintenance of improvement - - -____-- 2, 285.02 July 1, 1908, balance unexpended __ -__2, 449. 69 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 _ -_-- . -_--_- - -_----_- _--_--_ - 5, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix R 12.) 13. Dredge for harbors on coast of Mississippi.-The river and har- bor act of March 2, 1907, authorized the Secretary of War, in his dis- cretion, to construct a dredge for use in said harbors and the channels adjacent thereto, at a cost not exceeding $200,000, of which amount, in case such dredge were constructed, $25,000 should be taken from the appropriation for Gulfport Harbor and $50,000 from the appro- priation for Pascagoula River. These amounts have been transferred to the credit of the dredge, and the balance of its proposed cost, $125,000, was appropriated by the sundry civil act of May 27, 1908. The Secretary of War on April 24, 1908, authorized the construc- tion of this dredge. Plans and specifications have been prepared and work commenced on designing the attendant plant. The completion of the investigation of a type of dredge for Mobile Bay coincided with the completion of the design for this dredge, and it was found that the two dredges and attendant plant would be so nearly identical that they could with saving, both in first cost of these dredges 420 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and attendant plant, in the amount of attendant plant, and in cost of upkeep of the combined plant, be made identical in design. The requisite alterations in design of the Mississippi coast dredge are therefore being made, and it is proposed to contract for the con- struction of this dredge during the coming fiscal year. The design of the dredge is about 90 per cent completed, and that of the plant as a whole about 66 per cent completed. July 1, 1907, balance unexpended --- $75, 000.00 Amount appropriated by sundry civil act approved May 27, 1908 .. 125, 000.00 July 1, 1908, balance unexpended -------------------------------- 200, 000.00 July 1, 1908, outstanding liabilities ---------------------------- 500.00 July 1, 1908, balance available ---------------------------------- 199, 500.00 (See Appendix R 13.) 14. Removing sunken vessels or craft obstrtucting or endangering navigation.-OnMay 25, 1906, an allotment of $3,800 was made from the indefinite wreck appropriation for the purpose of removing an old sunken dry dock from Mobile River at the foot of Selma street, Mobile, Ala. No expenditures have been made from this allotment, but a contract has been let for the complete removal of the wreck for $3,700. All material and logs deposited on and in the wreck have been removed and the work of raising the old dock is under way. After raising, the wreck will be moved to some safe place where it will not again interfere with navigation. A former allotment of $3,000 was made for the removal of this old dock in 1893, but funds became exhausted before any great part of the work had been accomplished. (See Appendix R 14.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITII RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pur- suant to law, and were transmitted to Congress and printed in docu- ments as indicated: 1. Preliminary examination and survey of East Pearl River, Mis- sissippi and Louisiana, with a view to removing bar and restoring channel at its mouth.-Reports dated June 19 and November 19, 1907, are printed in House Document No. 328, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $34,000 is presented. 2. Preliminary examination of Sipsey River, Alabama, from its mouth to Fayette.-Report dated March 30, 1908, is printed in House Document No. 909, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminaryexamination and survey of the channels conneoting Mobile Bay and Mississippi Sound, Alabama.-Reports dated July 18, 1907, and April 13, 1908, are printed in House Document No. 967, Sixtieth Congress, first session. A plan for improvement at an esti- mated cost of $50,000 is presented. RIVER AND HARBOR IMPROVEMENTS. 421 The local officer was also charged with the duty of making a pre- liminary examination and survey of Biloxi Harbor and Back Bay, Mississippi, provided for in the river and harbor act of March 2, 1907, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST NEW ORLEANS, LOUISIANA, DISTRICT. This district was in the charge of Col. E. H. Ruffner, Corps of Engineets, division engineer, Gulf division, to July 13, 1907, in the temporary charge of Maj. J. F. McIndoe, Corps of Engineers, from July 13 to September 1, 1907, and in the charge of Colonel Ruffner since September 1, 1907. 1. Closing crevasse in Pass a Loutre, Mississippi River.-Pass a Loutre is one of the three outlets of the Mississippi River. The cre- vasse forms an outlet from Pass a Loutre into an arm of the Gulf known as Garden Island Bay, and was caused by the wearing away of the south bank of that pass at a locality 1) miles below I-lead of Passes. The ditch where the crevasse first broke was 3 feet wide in 1872, and increased from year to year. On November 18, 1896, the crevasse was 2,230 feet wide, and on February 26, 1897, Congress appropriated $250,000 for the closure. The project approved July 10, 1897, provided for building a dam 6,650 feet long in two sections, 1,900 and 4,750 feet long, respectively, forming an angle of 112', at a distance of 3,000 feet below the mouth of the crevasse, the dam to be constructed of Wakefield sheet piling, acked with a double row of piles securely braced and bolted to ngers and the sheet piling, using a third row of brace piles where pth of water exceeded 20 feet. work was done under contract and was completed November 98. At that time it seemed that the closure would prove a per- ent success, notwithstanding the high stage of the river. A severe orm rose that night, and on November 14 the dam gave way in two localities and 170 feet of it washed out. Portions of the ends of the dam have washed away at intervals since then, and on June 30, 1907, the width of the break was 1,029.5 feet. On February 17, 1898, Congress allotted $10,000 from this appro- priation for the expenses of a survey and report, by a Board of En- gineer officers, upon the Southwest Pass. The amount expended from this appropriation up to June 30. 1908, was $250,025, of which $6,727.36 was for the survey of Southwest Pass, and $1,000, reserved March 6, 1902, for expenses of the office of the Chief of Engineers. Operations during the year consisted in constructing sill across Cubits Gap and The Jump and placing additional mattresses on and building up the sill across the head of Pass a Loutre, Mississippi River. The work was done under contract and was completed April 15, 1908. A total of 98,500 square yards of mattress and 22,162.5 tons of stone were placed in the works. The total amount earned by the contractors was $202,540.64, of which the sum of $21,029.92 was paid from this appropriation and $181,510.72 from the appropriation for improving Southwest Pass, Mississippi River. 422 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended - _-_ -_--_$21, 029. 92 June 30, 1908, amount expended during fiscal year__ 21, 029. 92 (See Appendix S 1.) 2. Southwest Pass, Mississippi River.-On February 17, 1898, Con- gress allotted $10,000 from the appropriation for closing crevasse in Pass a Loutre, Mississippi River, for the purpose of a survey and report by a Board of Engineer officers upon the practicability of securing a channel of adequate width and 35 feet depth at mean low water of the Gulf of Mexico throughout Southwest Pass, Mississippi River. The survey was completed in 1898 and report submitted on January 7, 1899. This report is printed in the Annual Report of the Chief of Engineers for 1899, page 1863. The item in the river and harbor act approved March 3, 1899, mak- ing appropriation for improving outlet of the Mississippi River pro- vided for the appointment of a Board of Engineers to prepare a project for a channel 35 feet in depth throughout Southwest Pass and appropriated $20,000 for expenses of the Board. The Board of Engi- neers appointed under provisions of this act submitted a report and project on January 11, 1900. The report is printed on pages 2287- 2302 of the Annual Report of the Chief of Engineers for 1900. The project of the Board contemplated securing a channel 1,000 feet wide and 35 feet deep at mean low water throughout the South- west Pass by dredging; the construction of ,two jetties to main- tain the channel; the construction of sills across Cubits Gap, The Jump, and Baptiste Collets Canal; the closing of all minor out lets below the forts; the construction of a dredge in addition to the one provided for by the river and harbor act of March 3, 1899, an the sundry civil act of June 6,1900, under appropriation for impr ing outlet of the Mississippi River; other necessary plant, suc tugboats, barges, tracks, buildings, etc., and the purchase of 1 the shore ends of the jetties; the whole estimated to cost $6,0 and $150,000 additional per annum for maintenance. This project was adopted by the river and harbor act of June 1902, which authorized material modifications in the plans of the jetties, and they are now located as shown on the map printed with Appendix S 2 of this report. By act of May 28, 1908, Congress authorized the use of funds from this appropriation in dredging shoals in the river between Cubits Gap and Head of Passes, when necessary to secure a depth of 35 feet with a practical width. The sum of $3,500,000 had been appropriated, and the river and harbor act of March 2, 1907, appropriated $1,000,- 000 additional, and authorized contracts to the further amount of $1,500,000, of which $330,000 is yet to be appropriated. The original project for the expenditure of the funds appropriated for this work contemplated the construction of a dredge, dredging, purchase of land, and construction of two jetties to be built of mat- tresses and stone with concrete superstructure. All of the land below or south of Pilottown, on the east bank, and all that below the United States reservation on the west bank of Southwest Pass, containing about 1,275 acres, were acquired on July 10, 1903, for use in connection with the work. Contract was entered into July 16, approved July 31, 1903, for construction of the two jetties. The laying of foundation mats in the east jetty was commenced on December 31, 1903, and in the west jetty RIVER AND HARBOR IMPROVEMENTS. 423 on August 30, 1904. The work under this contract was completed on January 5, 1908. To June 30, 1908, about two-thirds of the approved project had been accomplished. The jetties were completed. The laying of sills across Cubits Gap and The Jump and additions to the sill across Pass a Loutre was completed. The coaling station and wharf at Southwest Pass were built. Foundations for the office and sixteen dwellings were constructed. Dredging by contract and by Govern- ment dredges has been carried on and is still being prosecuted. In September, 1904, the available depth at mean low water was 8 feet. On June 30, 1908, the channel would accommodate a maximum draft of 23 feet, but the obstruction to a 25-foot draft was for a distance of only 130 feet, and with this exception the channel was 25 feet deep with a least width of 400 feet. Usual variations of water surface, 1.5 feet. The length of Southwest Pass from its head to the present sea ends of the jetties is 19 miles. The amount expended on this work to June 30, 1908, was $3,974,- 922.83. On account of the advance of the crest of the bar at Southwest Pass since the date of the survey of 1898, on which the estimates for this improvement were based, it became necessary to make provision for increasing the length of the jetties to correspond with this advance. This was done by supplemental contract dated July 18, 1905, the in- creased cost of the jetties on this account being estimated at $465,000. The amount of money available and pledged and not covered by contracts at the end of the fiscal year is about sufficient to cover the cost of dredging with two dredges, expenses of administration and inspection, and reasonable contingencies. As recognized by the Board on Southwest Pass in its report of January 11, 1900, and as since borne out by experience, this work is "one more than ordinarily liable to special difficulties which do not admit of calculation, such as the effect of storms, unfavorable foundations, and uncertain action of the river current," and the amount of funds available for contingen- cies should be unusually large. It is proposed to apply the additional appropriation asked for to the prosecution of dredging operations, by contract and otherwise, as may be found most economical and advantageous to the United States, with a view of obtaining a minimum depth of 35 feet at mean low tide, as contemplated by the original project; to the closing of the outlets in Southwest Pass; to the removal of the Eads sill at the head of the pass; to the construction of the plant that will be necessary in the maintenance of the improvement, and to the payment of other expenses pertaining to the general work of improvement under the approved project. The uninterrupted prosecution of dredging opera- tions is of paramount importance; hence it is greatly desired that the funds be made available so that this work may be continued and com- pleted as early as practicable. The amount asked for is the balance of the amount pledged by Congress for the work of improvement under this project. The sum of $202,540.64 was applied during the year to construction of sill across Cubits Gap and The Jump and building up the sill across the head of Pass a Loutre, Mississippi River, details of 424 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the work being given in the preceding report on closing crevasse in Pass a Loutre. Work under contract for dredging was begun Novem- ber 13, 1907, and to the end of the fiscal year 633,954 cubic yards of material had been removed from section 1, and 1,008,239 cubic yards of material had been removed from section 2. The total amount earned by the contractors for work on these two sections was $216,- 210.18. On account of difficulties experienced by the contractors in managing their pipe line in a strong current it became necessary to enter into a supplemental contract April 3, 1908, modifying the orig- inal contract so as to permit of payment to the contractors for the actual number of cubic yards of material removed from section 1, providing that before the river reaches a stage of 9 feet by the Car- rollton gauge the contractor shall return to section 1 and remove all material so as to secure the full width of 500 feet at the bottom with natural slopes and full depth of 35 feet at mean low water. The consideration flowing to the United States under this supplemental contract was the reduction in price of material removed from 14 cents to 13 cents per cubic yard and a further reduction to 6- cents per cubic yard for certain material dredged between 35 and 36 feet below mean low water. Bids have been asked for constructing reenforced concrete buildings at Burrwood, La., but those received were rejected as excessive, and the work is being readvertised, bids to be opened July 8, 1908. July 1, 1907, balance unexpended -------------------------- -$1, 359, 986.40 Amount appropriated by sundry civil act approved May 27, 1908 1, 170, 000. 00 Miscellaneous receipts deposited to credit appropriation during fiscal year -- -- 128. 74 2, 530, 115. 14 June 30, 1908, amount expended during fiscal year for works of improvement ------------------ 857, 269.82 July 1, 1908, balance unexpended ----- 1, 672, 845. 32 July 1, 1908, outstanding liabilities--- 58, 529.07 July 1, 1908, balance available -- -1, 614, 316. 25 July 1, 1908, amount covered by uncompleted contracts --------- 288, 600. 82 Amount (estimated) required for completion of existing project 330, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908- ..- ------ ----- ----- ---- - 330, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix S 2.) 3. Examinations and surveys at South Pass, Mississippi River.- The act of Congress approved March 3, 1875, required examinations and surveys to be made at South Pass, Mississippi River, and reports upon the depth of water and width of channel secured and maintained from time to time in said channel, together with such other informa- tion as the Secretary of War might direct. Under the terms of the acts of August 11, 1888, and June 13, 1902, an annual appropriation of $10,000 is made available for this work. By act of May 28, 1908, Congress authorized the use of funds from this appropriation in dredging shoals in the river between Cubits Gap and Head of Passes, when necessary to secure a depth of 35 feet, with a practical width. RIVER AND HARBOR IMPROVEMENTS. 425 Up to January 29, 1901, the work of making examinations and sur- veys at South Pass was carried on under the provisions of the acts of March 3, 1875, and August 11, 1888. From January 29, 1901, to June 30, 1902, examinations and surveys were made with funds appropri- ated by act of June 6, 1900, for maintenance of South Pass channel. Since June 30, 1902, under the act of June 13, 1902, repeated sur- veys have been made of the shoaler localities in South Pass. Com- plete surveys of the jetty channel and of the channel beyond the ends of the jetties to deeper water in the Gulf were made each month dur- ing the fiscal year. A detailed annual survey was made of the 14 miles of channel from the main river to deep water in the Gulf. Discharge measurements were made of each of three passes during high water. The expenditures during the year amounted to $10,450, including $1,500 outstanding liabilities at the beginning of the year, and were for services. The total amount expended upon this work to June 30, 1908, was $412,222.97. These figures can not be taken as being absolutely ac- curate, because the records prior to the act of June 13, 1902, are some- what confused and do not seem to have been kept in sufficient separate detail to show the exact expenditure for surveys in the early years of this improvement. The amount given may be accepted as within a few dollars of the actual expenditure. Statement of expenditures on account of appropriation for examinations and surveys at South Pass, Mississippi River, from July 1, 1907, to June 30, 1908, inclusive, made in compliance with the river and harbor act of June 18, 1902. Services - -------------- ------- $10, 450.00 APPROPRIATION FOB FISSAL YEAR 1907. July 1, 1907, balance unexpended $1, 500.00 June 30, 1908, amount expended during fiscal year 1, 500. 00 APPROPRIATION FOR FISCAL YEAR 1908. July 1, 1907, amount appropriated by river and harbor act of June 13, 1902, for fiscal year 1908 --------------------------------- $10, 000. 00 June 30, 1908, amount expended during fiscal year ---------------- 8,950.00 July 1, 1908, balance unexpended - - - _1, 050. 00 July 1, 1908, outstanding liabilities-_ _ - _ - - -- 1, 050. 00 July 1, 1908, total cost of operations during fiscal year------------ 10, 000. 00 (See Appendix S 3.) 4. Maintenance and improvement of South Pass channel, Missis- sippi River.-The act of Congress of March 3, 1875, amended by acts of June 19, 1878, and March 3, 1879, made provision for the construc- tion by James B. Eads, or his representatives, of jetties and other works in South Pass to secure and maintain a channel 26 feet in depth through the pass, and through the jetties at the mouth of the pass channel "twenty-six feet in depth, not less than two hundred feet in width at the bottom, and having through it a central depth of thirty feet without regard to width." A contract was made for the main- tenance of such channel for a period of twenty years. On January 28, 1901, this contract expired, and the work of main- tenance is being continued under the provisions of the emergency river and harbor act of June 6, 1900, which provides that at the ter- mination of the contract with the representatives of the estate of James B. Eads, deceased, the Secretary of War shall take charge of 426 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and maintain the channel, jetties, and auxiliary works at South Pass, for which a sum not to exceed $100,000 per year is appropriated until otherwise provided by law. Additional appropriations amounting to $225,000 have since been made for the purchase of land at South Pass, for dredging, and for other necessary expenses to maintain the channel with the utmost efficiency. By act of May 28, 1908, Congress authorized the use of funds from this appropriation in dredging shoals in the river be- tween Cubits Gap and Head of Passes, when necessary to secure a depth of 35 feet, with a practical width. Dredging operations have been carried on with United States plant and the jetties and auxiliary works have been maintained in good condition by the addition from time to time, as required, of willows, stone, piles, and waling timber. The lands along both sides of South Pass from Head of Passes to the Gulf, containing about 6,994 acres, together with the buildings thereon, were acquired by purchase July 8, 1903, the price paid being $35,000. Experience has shown that in order to maintain the channel with the utmost efficiency and to meet the demands of the commerce of the port of New Orleans the amount of the annual appropriation au- thorized by the act of June 6, 1900, should be increased. If other funds than the $100,000 provided by the act of June 6, 1900, had not been available during the past fiscal year it would have been neces- sary to suspend dredging operations and the work of maintaining the channel would have been considerably curtailed. During the period that it is necessary to keep South Pass open to navigation, or until the commerce is diverted through Southwest Pass by the opening of that channel to navigation, tlhe annual appropriation should be at least $150,000. It is believed that after the Southwest Pass is opened to navigation the work of maintaining the channel through South Pass may be discontinued. The sum of $908,962.49 was expended on this work from January 29, 1901, to June 30, 1908. Comparative statement of receipts and shipments for seven years for the port of New Orleans, La. Change in tonnage Year ending December 31- Tons. from previous year. Increase. Decrease. 1901............................................................... 4,213,869 1,440,224 ............ 1902........ ................ ........... .... ..... ................ 3,385,686 ............ . 828,183 1903........... ....................................... 3,062,506.............323,180 1904 ............................................. ... ............. 2,853,926 ............ . 208,580 1905.............................. ................................ 3,478,976 625,050 ............ 1906....................... ....................................... 4,023,156 5441,180 ............ 1907.................. . ............. ...................... - 3,527,097 ............ 496,059 Since the United States took charge of the maintenance of the chan- nel, January 29, 1901, there has been a general increase in the availa- ble navigable depth of 2 feet, the maximum draft that could be car- ried on June 30, 1907, being 28 feet. The usual variation of level of water surface is from zero at the mouth to 2 feet at the head of the pass, due to the stage of the river, and from 1.1 feet at the mouth to 0.7 feet at the head, due to tide. RIVER AND HARBOR IMPROVEMENTS. 427 No detailed data or statistics are at hand showing the effect on freight rates of the increased depth of channel. The number of deep- draft steamers has increased, and, being able to carry full cargoes, the earnings and business of the port of New Orleans have increased and the freight rates decreased. The magnitude of the commerce of the port of New Orleans is best illustrated by the tabulated commercial statistics above. These figures are necessarily incomplete, as it is impracticable to secure statements covering all the receipts and shipments for any given period. It may be safely assumed, however, that the total greatly exceeds that shown in the above comparative statement. APPROPRIATION FOR FISCAL YEAR 1907. July 1, 1907, balance unexpended ______ _ _a $9, 748. 76 June 30, 1908, amount expended during fiscal year 9, 748.76 APPROPRIATION FOR FISCAL YEAR 1908. July 1, 1907, amount appropriated by emergency river and harbor act of June 6, 1900 ----------------------------------------- $100, 000.00 Miscellaneous receipts during fiscal year deposited to credit of --------------------------------------------- the appropriation__ 2, 292.69 Amount received from refundment of overpayment during fiscal year 40.63 102, 333. 32 June 30, 1908, amount expended during fiscal year--------------- 88, 144. 14 July 1, 1908, balance unexpended __ 14, 189.18 July 1, 1908, outstanding liabilities 14, 189. 18 APPROPRIATION FOR MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER. July 1, 1907, balance unexpended_ $50, 129.31 June 30, 1908, amount expended during fiscal year- 34, 327.14 July 1, 1908, balance unexpended 15, 802.17 July 1, 1908, outstanding liabilities - --------- 13, 509. 80 July 1, 1908, balance available_ ---------- 2, 292. 37 Amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908, for maintenance of improvement, in addition to regular annual ap- propriation of $100,000_------------------------------------ b 50, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER, 1909. Amount appropriated by sundry civil act of May 27, 1908 --- $50, 000.00 July 1, 1908, balance available .. _-__- --- ___ -_ - 50, 000.00 (See Appendix S 4.) a The amount stated as unexpended in the annual report for fiscal year ending June 30, 1907, wais $9,748.76. To this should be added the sum of $14.98 col- lected from the Signal Corps for work done by the Engineer Corps in testing cables at South Pass, which was expended during the fiscal year ending June 30, 1908. b In connection with the estimate of $50,000, submitted above, it may be stated that if the Southwest Pass is opened to navigation during the next fiscal year and the work of maintaining South Pass channel suspended, the additional appropriation may not be needed. However, to provide for all possible contin- gencies, it is considered best to have ample funds available for South Pass until Southwest Pass is open, in order that necessary dredging may be continued and the navigation of the channel unimpeded. 428 REPORT OF THE CHIEF OF ENGINEERSY U. S. ARMY. 5. Bayou Lafourche, Louisiana.-Bayou Lafourche is an outlet of the Mississippi River, forming a junction 70 miles above New Orleans. It is about 105 miles long and flows into the Gulf of Mexico. In its original condition it was obstructed by logs, snags, and overhanging trees. The project of 1879 provided for the removal of such obstruc- tions to improve low-water navigation. Work under this project was carried on until 1885, with appropriations aggregating $30,000. The project of June 11, 1886, provided for the construction of a lock to connect the bayou with the Mississippi River and for dredg- ing a channel 75 feet wide and 5 feet deep at mean low water of the Gulf, at an estimated cost of $450,000 and $8,000 annually thereafter for maintenance. Work under this project was confined to dredging to maintain low-water navigation, the appropriations at any one time being insufficient to warrant the commencement of the lock and the exigencies of commerce not permitting a suspension of the dredging. The project of 1886 was modified on September 23, 1896, and held in abeyance the construction of the lock, restricting operations to dredging to maintain low-water navigation, at an estimated cost of $25,000 per annum. Dredging operations have been in progress since 1896, but the im- provement is not permanent, as sand bars form each year after the subsidence of floods in the Mississippi River. The amount expended on this work up to June 30, 1908, was $258,085.17. The navigation of Bayou Lafourche is at present obstructed by a dam placed across the head of the bayou at its junction with the Mississippi River by levee boards of the State of Louisiana, under authority of the act of Congress approved June 13, 1902. The time for the removal of this dam was extended to January 1, 1910, by the river and harbor act of March 2, 1907. The sum of $5.50 was expended during fiscal year ending June 30, 1908. In answer to complaint from the navigation interests, an investiga- tion was made during July, 1907, of an old sunken barge in the navi- gable channel near Lockport, La. The barge was found to be an obstruction to navigation and had been abandoned. During this investigation it was found that other obstructions had been placed in the channel by private parties. They were ordered removed. The maximum draft that can be carried on June 30, 1908, at mean low water is 31 feet at the mouth, the usual variation of the water surface being between one-half and 1 foot. The bayou is navigable its entire length by flatboats and log rafts, but, as stated above, con- nection between the bayou and the Mississippi River is at present obstructed by a dam. The commerce of this bayou is carried principally by two small gasoline boats that ply between New Orleans and points along the bayou. These boats reach New Orleans by the way of Barataria Canal, which is the shortest route. The carrying capacity of these small boats is ample for the demands of the present and prospective commerce, and the distance from points along the bayou through Barataria Canal to New Orleans being much shorter than through the Lafourche it is believed that navigation or commerce would not be benefited by opening and improving the bayou proper. The effect of the project on freight rates is not definitely known. RIVER AND HARBOR IMPROVEMENTS. 429 Comparative statement of receipts and shipments for ten years. Change in tonnage from Tons. previous year. Increase. Decrease. Year ending May 31, 1899...................................... 206,516............62,882 Calendar year- 1899................ ...................................... 157,258 ............ 49,258 1900...................... ....................................... 210,315 53,057 ............ 1901..................... ....................................... 1 137,357 ............ 72,958 1902........ ......................................... 132,745.............4,612 1903.............................. ........ ............... 94,351 ............ 38,394 1904....................................... ............ 66,839 ............ . 27,512 1905............................................ ........... .. 94,320 27,481 ............ 1906......................................... .......... 59,092 ............ 42,228 1907......... .................................. .......... ............ 12,679 July 1, 1907, balance unexpended -$1, 920.33 June 30, 1908, amount expended during fiscal year, for maintenance 5. 50 July 1, 1908, balance available----------------------------------- 1,914.83 (See Appendix S 5.) 6. Bayou Teche, Louisiana.-Bayou Teche is an important com- mercial stream of southern Louisiana, and finds its outlet into the Gulf of Mexico through AtchafalaJ ... , .. . it had a depth of 8 feet to St. Martinville, La., but navigation was rendered dangerous by numerous obstructions. Above St. Martin- ville the bayou was navigable by steamboats during high water. The project of 1870 provided for removal of obstructions from the head to the mouth of the bayou. Work under this project was carried on from 1870 to 1886, the stream being cleared of logs, snags, wrecks, overhanging trees, and a number of bars. The improvement was not permanent and other obstructions formed. The project of 1891 provided for the removal of obstructions be- tween St. Martinville, La., and the mouth of the bayou, a distance of about 80 miles. Work under this project has been carried on since 1891, obtructions being removed as appropriations were made. The project was modified by the river and harbor act approved March 2, 1907, with a view to obtaining a 6-foot navigation to Arnaudville, in accordance with the report submitted in House Docu- ment No. 527, Fifty-ninth Congress, first session, at an estimated cost of $111,000, by dredging, removal of snags, etc., and construction of a lock. The expenditure for a 6-foot navigation to Arnaudville is contingent upon all lands necessary for lock and dam purposes and canal feeders being deeded to the United States free of cost and upon the United States being secured against possible claims for damages resulting from the overflow of lands by reason of the lock and dam improvement or from the drainage of Spanish Lake. Proportion of project completed: To June 30, 1908, no work of construction had begun. All allotments for maintenance were ex- pended in dredging and removing wrecks, the distance dredged being 10,985 feet, resulting in obtaining a channel of from 5 to 6 feet deep. The maximum draft that can be carried is 3 feet. The variations of water level between high and low water is 12 feet (exceptional floods not included). 430 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The site for the lock near St. Martinville and the site for the dam across the head of Bayou Fusilier have been located, and the land required near the proposed lock has been surveyed. A deed of all the land required for lock and canal feeders has been tendered, and an abstract of title was forwarded to the Department April 27, 1908, for an opinion by the Attorney-General as to the validity of title. Work was in progress during the year under a contract for dredg- ing through the bars in Bayou Teche below New Iberia, La., and was completed February 21, 1908. The total distance dredged was 10,895 feet, to an average depth of 6 feet and a width of 30 feet at mean low tide. Six wrecks were removed from the navigable channel of the bayou. For detailed statement regarding the progress of the work see report for Removing Sunken Vessels or Craft Obstructing or Endangering Navigation, page 431. An allotment of $500 from the appropriation for emergencies in river and harbor works was made January 10, 1908, for expenditure in connection with the removal of logs from the navigable channel of Bayou Teche, Louisiana. Two informal offers for doing the work were received, the lower being accepted, and emergency contract pre- pared and sent for signature, but the bidder failed to execute and re- turn it. This work is not of a very urgent character, and probably can best be done when the dam construction on this bayou provided for by the river and harbor act of March 2, 1907, is begun. To June 30, 1908, $95,989.28 had been expended upon this work, of which $10,695.75 was for maintenance and $4,293.53 for expenses of resurvey of the bayou and $81,000 for works of improvement. The maximum draft that could be carried June 30, 1908, was about 4 feet. The usual variation of level of water surface is not definitely known. The bayou is navigable to St. Martinville, 75 miles from its mouth. The effect of the project on freight rates is not positively known. It is proposed to apply the appropriation recommended to dredg- ing shoals and removing obstructions in the channel as far up as the proposed site of the locks, 31 miles below St. Martinville, La. Comparative statement of receipts and shipments for ten years. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31, 1899 ......................................... 286,091 47,308 ............ Calendar year- 1899...... ............................................... 272,975 ............ 13,116 1900.....................212,109............................................................ 212,109 ...... 60,866 1901........................................................ 335,583 123,474 ............ 1902........................................................... 404,454 72,871 ............ 1903........................................................... 450,542 42,088 ............ 1904.......................................................... 362,706 ............ 87,836 19C5........................................................... 701,243 338, 537 ............ 1906............................................................ 706,091 4, 848 ............ 1907.......................... .................................. 580,216 ............ 125,875 RIVER AND HARBOR IMPROVEMENTS. 431 July 1, 1907, balance unexpended -------------------------- $133,127.08 Amount allotted from emergency appropriation act of March 2, 1907- 500.00 133, 627.08 June 30, 1908, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 3,116. 36 July 1, 1908, balance unexpended_---------------------------- 130, 510.72 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 20,000.00 .------------------------- Submitted in compliance with requirements of sundry civil act of June 4,1897, and of section 7 of the river and harbor act of 1899. (See Appendix S 6.) 7. Removing sunken vessels or craft obstructing or endangering navigation.-Allotments aggregating $788.80 were made during the fiscal year and applied to payment of expenses incident to printing specifications and advertising for proposals for removing sunken logs and for payment of expenses of removing wrecks from the navigable channel of Bayou Teche, Louisiana. The proposed work was duly advertised and a contract was made for the removal of six wrecks obstructing the channel of the stream. The work was commenced February 24 and completed March 5, 1908, all of the wrecks having been removed except the old hull of boat near Franklin, La., which could not be located by the contractor. The total amount earned by the contractor was $650. The remainder of the amount allotted was expended for payment of expenses of advertising, printing specifica- tions, and expenses of inspector engaged in connection with the re- moval of the wrecks. (See Appendix S 7.) EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACr APPROVED MARCH 2, 1907. Report dated July 13, 1907, on preliminary examination of Bayou Courtableau, Louisiana, with a vew to obtaining 12 feet of water, was submitted by the district officer and was reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law. The report was transmitted to Congress and printed in House Document No. 478, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government to the extent indicated. The local officer was also charged with the duty of making a pre- liminary examination and survey of Bayou Terrebonne, Louisiana, provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND NEW ORLEANS, LOUISIANA, DISTRICT. This district was in the charge of Maj. James F. McIndoe, Corps of Engineers, to August 31, 1907, in the temporary charge of Col. E. H. Ruffner, Corps of Engineers, from August 31, to October 31, 1907, and in the charge of Major McIndoe since October 31, 1907, having under his immediate orders First Lieut. Wildurr Willing, 432 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Corps of Engineers, since February 5, 1908. Division engineer, Col. E. H. Ruffner, Corps of Engineers. 1. Homochitto River, Mississippi.-About 8 miles above Fort Adams, Miss., the Homochitto enters the Mississippi River. For the first 3 miles from that point it is designated as the " Narrows," and for a distance of 12 miles farther as " Old River." A pre- liminary examination, made in 1896, showed that the Narrows had a depth of 5 feet at low water and a width of 150 feet, except for a distance of about 1 mile, where the stream is very narrow and shoal. This narrow and shoal portion was obstructed by snags and logs. Old River was about 1,000 feet wide and about 2 feet in depth over the shoalest places at low water. It was clear of obstructions. Above Old River the Homochitto River had a navigable depth of about 8 feet and a width of about 150 feet for a distance of about 45 miles, but it was thickly obstructed by snags, logs, and overhanging trees. The act of March 3, 1899, appropriated $16,000 for the removal of obstructions between the mouth of the river and the Yazoo and Mississippi Valley Railway bridge, a distance of about 60 miles, and a project for the work was approved April 18, 1899. Work under this project was commenced November 27, 1899, and continued until August 13, 1900, resulting in the improvement of the channel for a distance of about 18 miles and a width varying from 60 to 200 feet. Subsequent operations have been for main- tenance. The amount expended to June 30, 1908, is $17,686.90, of which $2,205.23 was applied to the maintenance of the improvement. The expenditures during the past fiscal year were for preparation of plans of boat, printing, and advertising. The Homochitto River is navigable in fact during periods of high water in the Mississippi River for a distance of about 18 miles, above which point it would be navigable for a farther distance of about 42 miles except that it is thickly obstructed with snags, logs, and over- hanging trees. The maximum draft that could be carried, June 30, 1908, over the bar at lower end of Old River, the shoalest part of the locality under improvement, was about 21- feet at mean low water. The 5 miles of channel above Old River, which was cleared of ob- structions in 1903, has again become badly obstructed by snags. The usual variation in level of the water surface between high and low water is about 30 feet, the high-water period usually lasting about three and one-half months. No point on the river where the channel has been improved is reached by a railroad, and the project has there- fore no effect on freight rates. No detailed commercial statistics for the calendar year 1907 were available. Circular letters and blank forms for furnishing statistics were sent out, but no replies were received. The commerce consists mainly in the rafting of timber. On page 393, Annual Report of the Chief of Engineers for 1906, reference is made to previous reports on examinations and surveys, Reference is invited to report on preliminary examination made in accordance with river and harbor act of March 2, 1907, printed in House Document No. 692, Six.tieth Congress, first session. For the reasons given therein, this river is considered not worthy of further RIVER AND HARBOR IMPROVEMENTS. 48~ improvement by the United States at the present time, and in com- pliance with section 7, river and harbor act of March 3, 1899, dis- continuance of appropriations is recommended. July 1, 1907, balance unexpended ---------------------------- $6, 332.19 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 19.09 July 1, 1908, balance unexpended ----------------------------- 6, 313. 10 (See Appendix T 1.) 2. Bogue Chitto, Chefuncte River, Bogue Falia,Tickfaw River and tributaries, Amite River, and Bayou Manchac, Louisiana.-(a) Bogue Chitto.-Originallynavigation on this stream was impeded by snags, logs, and overhanging trees throughout its entire length, except during very high stages of water. The minimum width of channel was 80 feet and the least depth of water 3 feet. The present project, adopted in 1890, provided for securing and maintaining a channel 3 feet deep from the mouth of the river to Alford's bridge, near Summit, Miss., a distance of about 100 miles, by closing the west mouth and several small run-out bayous, and by the removal of obstructions and overhanging trees, at an estimated cost of $55,000. Owing to the inadequacy of appropriations it has been possible to carry out the above project only as far as Cross River, about 80 miles, which distance had to be cleared periodically to maintain the improve- ment. On June 30, 1900, the condition of the river permitted of navi- gation being had by light-draft boats from the mouth of the river to Cross River. Subsequent operations have been for maintenance. The amount expended to June 30, 1908, is $27,842.54, of which amount it is estimated $12,929.94 was applied to maintenance. Bogue Chitto is navigable in fact for a distance of about 84 miles from its mouth. The only advantage derived from the expenditures for improvement of the stream was the facilitating of the rafting of logs and timber. The maximum draft that could be carried on June 30, 1906, was about 21 feet. The usual variation in level of the water surface between high and low water is about 11 feet. The secretary of the railroad commission of Louisiana informs me that points on this stream have no reduction in freight rates on account of water competition. The commerce consists mainly of the rafting of logs and timber for the surrounding sawmills. No boats ply regularly on this stream. Bogue Chitto is not considered worthy of further improvement, the results accomplished by previous expenditures being sufficient for the needs of the commerce on the stream, and in compliance with section 7, river and harbor act of March 3, 1899, discontinuance of appropria- tions is recommended. There were no operations during the year. On page 394, Annual Report of the Chief of Engineers for 1906, ref- erence is made to reports on examinations and surveys of this stream. Amount (estimated) required for completion of existing project .. $30, 000. 00 (b) Chefuncte River and Bogue Falia.-Priorto improvement of Chefuncte River, a bar, with a depth of only 41 feet of water, ob- structed the entrance to the mouth of the river. From this point to its junction with the Bogue Falia, a distance of 10 miles, the river was 57101-EN 1908--28 134 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. from 300 to 800 feet in width, with a channel of 15 feet in depth, navi- gable for steamers and sailing vessels, but obstructed by snags and overhanging trees. Above this point the stream is not navigable. Bogue Falia was navigable for small steamers from point of junc- tion with the Chefuncte to Grants Landing, 4 miles above; for sail- ing vessels drawing 5 feet or less, to Covington, 2 miles farther; obstructed by snags and overhanging trees. Not navigable beyond Covington. The original project of 1880 provided for dredging through the bar at the mouth of the Chefuncte River, and for the removal of all obstructions between its mouth and Covington on the Bogue Falia, at an estimated cost of $5,460. It was modified in 1884 to permit of the construction of a breakwater to protect the channel dredged across the bar at the mouth of the Chefuncte River. Estimated cost, $1,500. For an account of the improvements under original project and modification, see Annual Report of the Chief of Engineers for 1896, page 1485. Subsequent operations have been for maintenance. It is proposed to apply the available funds toward the construction of a combined dredge and snag boat and to the operation of said boat for the removal of bars and such snags, logs, and overhanging trees as interfere with navigation between Covington and the mouth of the river. The amount expended to June 30, 1908, is $12,541.97, of which $6,041.97 was applied to maintenance. The expenditures during the past fiscal year were for commercial statistics, preparation of plans, and inspection of construction of boat, printing, and advertising. On June 30, 1908, the maximum draft that could be carried over the bar at the mouth of the Chefuncte River was 7 feet, the expendi-. tures for improvement having resulted in an increase of 21 feet in depth and 60 feet in width. The head of navigation is Covington on the Bogue Falia, about 16 miles by river from Lake Pontchartrain. The upper part of the stream is so crooked that boats 200 feet long can run only 121 miles up the river and boats 110 feet long only 15 miles. The variation in level of water surface between high and low tide is usually about 1 foot, although winds may make a variation of as much as 3 feet. The only information obtained as to the effect of the project on freight rates is a statement from the secretary of the State railroad commission that Covington has reduced rates on account of the navi- gation on that river. Comparative statement of receipts and shipments for ten years. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1897................................................................ 110,034 42,354 .. 1898 ................................................................ .... 529 99,505........... 1899.................................................... 97,789........... 6 ,1,716 Calendar year- 1899. ........................................ ......... 156,500 58,711 ........... 1900..............................................................86,856........... 69,644 1901................................................................ 92,874 6,018 ........... 1902............................................................... 100,768 7,894 ........... 1904.....,... ......................................... 184,099 83,331.. 1905................ .... 222, 494 88, 95 ......... 1906.................................................. 235,727 13,233.. 1907...................-- -...................................... 221,177 ........... 14, ~O RIVER AND HARBOR IMPROVEMENTS. 435 On page 395, Annual Report of Chief of Engineers for 1906, refer- ence is made to previous reports on examinations and surveys of these streams. July 1, 1907, balance unexpended ------------------------------ $8, 441.25 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 177.23 July 1, 1908, balance unexpended ----------------------------- 8, 264.02 July 1, 1908, amount covered by uncompleted contracts ------------ 5, 000.00 (c) Tickfaw River and tributaries,Louisiana.-These streams-the Tickfaw, Blood, Natalbany, and Ponchatoula rivers-had a 9-foot channel, navigable for steamers and schooners for an aggregate dis- tance of 38 miles, but obstructed by snags, logs, and overhanging trees. The original project, adopted in 1881, provided for the removal of obstructions as far as appropriations would permit; estimated cost, $10,230. The existing project is for maintenance of improvement, and under these two projects the work has been carried on since 1881. All obstructing deadheads were removed from the channel from the mouth of the Tickfaw River to Springfield on the Natalbany, and a channel was dredged across a point, which had been a serious obstruc- tion to navigation, just above Springfield. It is proposed to apply available funds toward the construction of a combined dredge and snag boat and to the operation of this boat for the removal of bars and such snags, logs, and overhanging trees as interfere with navigation. The amount expended to June 30, 1908, is $14,157.46, of which it is estimated $6,157.46 was applied to maintenance. The expenditures during the past fiscal year were for collection of commercial statistics, preparation of plans and inspection of construction of boat, printing, and advertising. On June 30, 1908, the maximum draft that could be carried over the bar at the mouth of the Tickfaw River at mean low water was 6 feet. There is at all times water enough in the river to accommodate a draft of 10 feet. The usual tidal variation of level of water surface is about 6 inches, but winds effect a variation of from 1 to 2 feet. Tickfaw River is riavigable in fact to Kemps Landing, about 18 miles from its mouth in Lake Maurepas; Blood River, to S. Tuckers Landing, about -4 miles; Natalbany River, to the parish bridge just above Springfield, La., about 12 miles; Ponchatoula River, to Wades- boro, La., about 5 miles. The expenditures for improvement have been confined to the removal of snags, logs, and other obstructions. No point on any of these streams is reached by a railroad, and there is no competition in freight rates. 436 REPORT OF THE CHIEF OF ENGINEERS. U. 6. ARMY.' Comparative statement of receipts and shipments for ten ears. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1897 ................................................... 58,115 ............ 14,736 1898............................................................... 75,579 17,764 ........... 1899............................................................... 52,961........... 22,618 Calendar year- 1899................................................... 79,300 26,339........... 1900............................................................... 55,540 ........... 23,700 1901................................................................ 56,464 924 ........... 1902...................................................... 45,632......... 45..10, 832 1904............................................................... 86,302 40,670 ........... 1905........................................................ 45429....... 45,429 . . . 40,873 1906................................................................ 34,690............ 10, 789 1907................................................................ 44,50 9, 660 .......... On page 397, Annual Report of-Chief of Engineers for 1906, refer- ence is made to previous reports on examinations and surveys of these streams. July 1, 1907, balance unexpended --------------------------------- $6, 166. 51 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------------- 166. 51 July 1, 1908, balance unexpended ---------------------------------- 6, 000. 00 July 1, 1908, amount covered by uncompleted contracts -------------- 5, 000. 00 (d) Amite River and Bayou Manchac, Louisiana.-Priorto im- provement the Amite River was navigable for small steamers for a distance of 45 miles from its mouth and Bayou Manchac for a dis- tance of 10 miles, but both streams were obstructed by snags, logs, and overhanging trees. The original project, as adopted in 1880 and modified in 1883 and 1888, provided for the removal of obstructions in Bayou Manchac from Hope Villa to the Amite River, and in the latter stream to Lake Maurepas (its mouth), at an estimated cost of $31,760. Amite River was improved for a distance of 42 miles from its mouth and Bayou Manchac for a distance of 10 miles from its junc- tion with the former stream. A turning basin was made at the upper limit of improvement in Bayou Manchac. The work of maintenance has been carried out under the project of 1892 and subsequent projects. The improvement is not considered permanent, as snags and logs will continue to accumulate and bars will continue to form at the mouths of the streams, thus obstructing navigation. It is proposed to apply the available funds toward the construction of a comnbined dredge and snag boat and to the operation of the boat for the removal of bars and such snags, logs, and overhanging trees as interfere with navigation. The amount expended to June 30, 1908, is $42,282.68, of which it is estimated $17,381.96 was applied to maintenance. The expenditures during the past fiscal year were for collection of commercial statistics, preparation of plans and inspection of construction of boat, printing, and advertising. On June 30, 1908, the maximum draft that could be carried at mean low water over the bar in Lake Maurepas at the mouth of the river was 6 feet. The usual tidal variation at mouth of river is 6 RIVER ANID HAIRBOIL IMPROVEMENTS.' 487 inches; the level of water surface in Bayou Manchac varies as much as 6 feet. Amite River is navigable in fact to the mouth of Bayou Manchac, a distance of 42 miles, and Bayou Manchac is navigable to Hope Villa, a distance of 10 miles. The only information obtained as to the effect of the project on freight rates is a statement from the secretary of the State railroad commission that Hope Villa, on Bayou Manchac, has been granted a special tariff, with rates lower than normal ones. Comparative statement of receipts and shipments for ten years. Change in tonnage Tons.Tons.from previous year. __________ Increase. Decrease. Year ending May 31- 1897................................................... 49, 09 ........... 5, 594 1898............................................................... 54,749 5,240 ......... 1899............................................................... 60,305 5,556 ........... Galendar year- 1899............................... ............................... 59.850 ........... 455 1900......... .... ........................ ------- 25,400 ........... 34,450 1901............. ............ .-..- ............ .-..-.. ...- .-- . 69,918 44,518 ........... 1902........................... ................................... 44,694 ........... 25,224 1904............ .................................................. 120,851 76,157 ........... 1905.............................................................. 43,371 ........... 77,480 1906............................................................... 50,669 7,298 ........... 1907.............................................................. 45,552 ........... 5,117 On page 398, Annual Report of Chief of Engineers for 1906, refer- ence is made to previous reports on examinations and surveys of these streams. July 1, 1907, balance unexpended ------------------------------ $20, 377.02 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 165.69 July 1, 1908, balance unexpended --------------------------- 20, 211.33 July 1, 1908, amount covered by uncompleted contracts ------------ 7, 400. 00 CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------ $34, 984.78 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 509.43 July 1, 1908, balance unexpended.------------------------------- 34, 475. 35 July 1, 1908, amount covered by uncompleted contracts ------------ 17, 400. 00 Amount (estimated) required for completion of existing project .... a30,000. 00 (See Appendix T 2.) 3. Bayou Plaquemine, Grand River, and Pigeon bayous, Louisi- ana.-[This work was in the charge of Col. E. H. Ruffner, Corps of Engineers, to February 29, 1908.] Prior to 1867 the largest steam- boats could pass through Bayou Plaquemine into Grand Lake and other connecting water routes, but at that time the police jury of Iberville Parish closed the bayou by means of a darii, shutting out the waters of the Mississippi. Grand River and Pigeon bayous were obstructed by snags, logs, overhanging trees, and sand bars. a Applies to Bogue Chitto only. 438 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The present project is based upon legislation by Congress, accord- ing to project and estimate submitted February 11, 1887, and pro- vides for dredging a channel in Bayou Plaquemine 60 feet wide and 6 feet deep from deep water up to the Plaquemine dike, construct- ing a lock to connect the bayou with the Mississippi River, securing the mouth of the bayou from further caving, and removing obstruc- tions from Grand River and Pigeon bayous; total estimated cost, $1,708,250, subsequently increased to $1,740,000. The project of 1887 was modified on April 10, 1899, to allow for dredging Bayou Plaquemine to a depth of 10 feet and a width of 125 feet. The protection of the bank of the Mississippi River at the mouth of the bayou was added to the improvement in 1888, and in act of July 13, 1892, the improvement of Grand River and Pigeon bayous was also incorporated therein. The act of June 3, 1896, authorized continuing contracts to be entered into to complete the project of improvement not to exceed $1,173,250, exclusive of the amounts therein and previously appro- priated. Of this amount $1,160,000 was subsequently appropriated. By act of March 3, 1905, $35,000 was appropriated for maintenance of improvement, and contracts not to exceed $100,000, exclusive of the amounts theretofore appropriated, were authorized for complet- ing improvement. The latter amount was appropriated by sundry civil act of June 30, 1906. The river and harbor act of March 2, 1907, appropriated $100,000 "for construction of a dredge and maintenance." Contract for the rectification of Bayou Plaquemine under the modi- fied project of April 10, 1899, was entered into July 15, 1899. To June 30, 1906, 506,630 cubic yards of material had been removed in accordance with the terms of the contract. In addition, 16,500 cubic yards was removed under supplemental contract from a portion of the channel which had shoaled. A partial channel was dredged through portions of the bayou up to the dike at the bayou approach to the lock, and work was suspended on June 27, 1905, until the lock shall have been opened to navigation, when work will be resumed and the material deposited in the Mississippi River. An allotment of $75,000 was made from the appropriation of 1888 for securing the bank of the Mississippi River at the head of the bayou. Five submerged spur dikes, placed at intervals of about 900 feet, with intervals protected by revetment, were completed in 1894. These dikes and revetments form a continuous protection 1,400 feet long below the site of the lock and 1,200 feet above, with an interval of 500 feet opposite the lock site left for excavating the necessary channel to the lock. On November 30, 1901, and January 29, 1902, two mattresses, 400 by 600 feet and 400 by 450 feet, respectively, were sunk in the river and heavily loaded with stone for protection of the banks near the proposed approach to the lock. In 1891 a project for the construction of a lock was submitted, but the funds available were insufficient to warrant its commencement at that time. The Board of Engineer officers appointed to prepare plans and specifications estimated the cost of the lock at $700,000. Revised plans and specifications for the construction of the lock and ap- proaches were approved October 27, 1897, and December 2, 1897, re- spectively, and a continuing contract for the work was entered into May 28, 1898. The work was commenced in August, 1898. Under RIVER AND HARBOR IMPROVEMENTS. this contract the floor and walls of the lock were completed, and miter sills, inlet pipes, and snubbing hooks placed. By direction of the Chief of Engineers the contract was annulled upon payment of the retained percentages and other items, aggregating $24,236.41. Revised plans for construction of lock gates and of the approaches to the lock, including excavation. and fill, were approved on June 11, 1903. For the approach to the lock 1.25 acres of land on the north side and 0.31 acre on the south side were purchased August 24, 1900, for $7,500. A protection levee was built, under contract, from the northeast corner of the lock to connect with the main levee system in front of the lock. The work was completed August 8, 1902. The contract for the lock gates was completed May 5, 1906, the gates being accepted on that date. The contract with the Otis Elevator Company, dated November 18, 1899, for furnishing and erecting operating machinery and power house was completed August 31, 1906. The total cost of the work under this contract was $114,000. A contract was entered into February 13, 1905, for constructing protection levee and making a portion of the fill behind the lock walls. The work was commenced in March, 1905, and was completed Janu- ary 28, 1907. The total quantity of material placed under this contract was 39,940 cubic yards, costing $23,564.60. A contract was entered into June 6, 1905, for construction of the approach at the bayou end and part of the approach at the river end of the lock. Work under this contract was commenced on October 10, 1905, and was completed in February, 1908. Under this contract there was excavated and placed behind the lock walls 65,729 cubic yards of material; 2,131 35-foot piles and 1,690 50-foot piles were driven; 9,855 cubic yards of concrete was placed in approa was; 11 snubbing posts were placed; the total contract cost was $120,485.35. The amount expended under this contract during the fiscal year was $34,153.76. A contract was entered into August 7, 1906, for excavation and con- struction of river approach and back fill of lock Work under this contract was commenced in September, 1906, and at the end of the fiscal year a total of 14,600 cubic yards of earth had been moved from the old levee and placed in the protection levee at river end; 33,688 cubic yards of earth had been excavated and placed behind the lock walls; 1,311 50-foot piles had been furnished and 1,100 driven; 2,643 cubic yards of concrete had been placed in approach walls. The total amount earned by the contractor was $58,954.40, of which $39,226.69 was expended during the fiscal year 1908. For maintaining the dredged channel through Bayou Plaquemin, and Grand River and for removing sediment from the lock chamber the construction of a dredge was authorized by river and harbor act of March 2, 1907. In the estimate for this work it was proposed to expend $60,000 for the dredge and to operate same for two years at $15,000 per year; contingencies, $10,000. A board appointed in May, 1907, to examine and report concerning this improvement recommended that the back filling behind lock and wing walls should be completed as soon as possible; that while it was being placed the lock walls should be tied together with steel rods 140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and turnbuckles, and that as soon as the back filling was completed the lower lock gate should be calked and the lock filled with water and left so for at least a month, after which the lock should be emptied and the gates readjusted. No proposals were received when bids for back filling were first opened, September 16, 1907. Placing of tie rods was completed in October. The Board was reconvened and renewed its recommendations that the back filling be completed as soon as possible, and recommended that additional tie rods be placed in the vicinity of the quoins and gate recesses, also that a further appropriation of $50,000 be secured, if possible, for the completion of the lock and appurtenances. On March 8, 1908, a supplemental contract was made with W. O. Burton & Co. for the back filling, which was commenced March 17 and completed April 28. A total of 24,203 cubic yards was placed, at a cost of $22,992.85. On February 24, 1908, a contract was made with A. Baldwin & Co. for the extra tie-rods and turnbuckles, delivery to be completed March 17. The turnbuckles were not delivered until April 25, when the back filling was practically completed, and therefore the extra rods were not placed. The calking of the lower gate was completed May 11, and pumping water into the lock commenced next day. It soon became apparent that the leakage under, around, and through the gate was so excessive that the dredge could not alone fill the lock, and two 18-inch siphons were installed. Later a cut was made in the levee and two 15-inch and one 18-inch pipe placed therein in order to allow direct flow of water from the Mississippi River into the forebay of the lock. On June 9 the depth of water in the lock was 43 feet, and this depth was maintained during the month for the water test recommended by the Board of Engineer officers. There has been no appreciable spreading of the walls since May 12, 1908; there was a uniform subsidence of the walls of 0.0528 foot between May 16 and June 15, but no change since the last date. The sum of $1,634,224.17 had been expended on this improvement to June 30, 1908, including $1,000 withdrawn by the Chief of Engi- neers June 20, 1901, for office expenses, and $38.70, Treasury settle- ment, April 13, 1908, to Illinois Central Railroad, and also including $32,318.15 expended in back filling and testing the lock in accordance with the recommendations of the Board of Engineers. Of the total amount, it is estimated $17,371.66 was applied to the maintenance of the improvement. Comparative statement of receipts and shipments for ten years. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1898................................................................ 76,626 19, 571 ........... 1899................................................................ 89, 301 12,675 ........... Calendar year- 1899...................................... ....................... 111,750 22,449 ........... 1900.............................................................. 88,543 ........... 23,207 1901.............................................................. 283,000 194,457......... 1902... ................... ............................ 292,000 9,000.. 190. ..................... ............................ 302,500 10,500......... 1904.............................................................. 318,000 15,500 ......... 1905.............................................................. 706,000 388,000 ......... 1906.............................................................. 572,000 ........... 134,000 1907...................... ........................................ 53;,744 ........... 37,256 RIVER AND HARBOR IMPROVEMt1ENIT. 441 Reports on examinations or surveys of Bayou Plaquemine may be found in the Annual Reports of the Chief of Engineers for 1882, page 1416; 1884, page 1431; 1886, page 1405; 1887, page 1407. July 1, 1907, balance unexpended ----------------------- $371, 948.19 Amount allotted June 29, 1907, from appropriation for operating and care of canals, act of July 5, 1884 ..----------------------- 15, 000. 00 386, 948.19 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $101, 808. 36 For maintenance of improvement --------------- 9, 325.30 Treasury settlement ----------------------------- 38.70 111, 172. 36 July 1, 1908, balance unexpended --------------------------- 275, 775. 83 July 1, 1908, outstanding liabilities ---------------------------- 1287. 1, 70 July 1, 1908, balance available ----------------------------- 274, 488. 13 July 1, 1908, amount covered by uncompleted contracts ---------- 143, 079. 36 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908-------- -------------------------- 50, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix T 3.) 4. Inland waterway from Franklin to Mermentau, Louisiana.--The project for this waterway was adopted by Congress March 2, 1907, and provides for a channel 5 feet deep and 40 feet bottom width, with appropriate side slopes. The proposed channel is to connect with the Bayou Teche near Franklin, La.; thence to Cote Blanche and Vermilion bays by a dredged canal and existing drainage canals or bayous; thence up Schooner Bayou; thence by a dredged canal to White Lake; across White Lake; thence by a dredged canal to Grand Lake and across this lake to Lake Misere, west of the Mer- mentau River, at an estimated cost of $289,292, with an estimated cost for maintenance of $20,000 per year. The act of March 2, 1907, appropriated $89,292, and contracts were authorized to complete the project not to exceed $200,000, of which there remains to be appropriated $100,000. Under the general project the right of way must be furnished without cost to the United States. Promises to donate the right of way have been secured from the owners of all lands lying along the route between Grand Lake and Vermilion Bay and from the owners of part of the lands between Vermilion Bay and Franklin. A party was in the field making the survey of location from July 16 to November 11, 1907, when the work was discontinued until prom- ises of the necessary right of way could be secured. The survey was resumed June 23, 1908. The proposed waterway passes through school lands and drainage lands, and it has been found necessary to have acts passed by the State legislature to authorize the donation of the right of way to the United States for the construction of the waterway. The proposed waterway must cross the right of way of the South- ern Pacific Railroad, and a bridge for the service of the railroad will be necessary near Franklin, La. The War Department has decided that the cost of this bridge must be borne by the United States. 442 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended to June 30, 1908, is $6,914.92, for inspections of the various routes and for the survey and for maps. The appropriation recommended for the fiscal year 1910 will be applied to completion of dredging, in accordance with the adopted project. The report on the examination of the inland-waterway channel is printed in House Document No. 640, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended ---------------------------- $88, 093. 79 Amount appropriated by sundry civil act approved May 27, 1908 100, 000. 00 188, 093. 79 June 30, 1908, amount expended during fiscal year for works of improvement -------------------------------------------- 5, 716.71 July 1, 1908, balance unexpended ---------------------------- 182, 377.08 Amount (estimated) required for completion of existing project-- 100, 000.00 Amount that can be profitably expended in fiscal year ending June 30,- 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 -------------------------------------- 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix T 4.) 5. Channel, bay, and passes of Bayou Vermilion, and Mermentau River and tributaries, Louisiana.-(a) Channel, bay, and passes of Bayou Yermilion.-Prior to improvement the upper 12 miles of Bayou Vermilion was only 2 feet deep, and its lower portion, through the bay and passes, not less than 51 feet deep, and had a width varying from 100 to 400 feet. The channel, however, was obstructed by snags, logs, and overhanging trees. The original project, adopted in 1880, provided for the removal of snags and for dredging at an estimated cost of $9,900. A modified project, adopted in 1892, provided for securing a navigable depth of 5J feet up to the railroad bridge near Lafayette, La., and for the erection of guide piling to mark the channel from the mouth of the bayou to Vermilion Bay, a distance of about 5 miles, at an estimated cost of $25,000. Project for maintenance was adopted in 1905. The improvement is not considered permanent, as obstructions will continue to form and must be periodically removed. It is proposed to apply the available funds toward the cpnstruction of a combined dredge and snag boat and to the operation of said boat for the removal of bars and such snags, logs, and overhanging trees as interfere with navigation. Operations were carried on by the steamer Hyacinth between June 11 and 18, 1908, for the removal of snags and other obstructions below Abbeville, La. The amount expended to June 30, 1908, is $36,070.44, of which amount $26,170.44 has been expended for maintenance. The ex- penditures during the past fiscal year were for collection of com- mercial statistics, for preparation of plans and inspection of construc- tion of boat, for printing and advertising and for clearing the channel of obstructions. On June 30, 1908, the maximum draft that could be carried over the bar at mouth of Bayou Vermilion was about 3 feet and in the upper part of the stream 21 feet. The usual tidal variations at mouth RIVER AND HARBOB IMPROVEMENTS. 443 of bayou is about 1 foot and in upper part about 18 inches. The bayou is navigable to D. O. Broussard's landing, about 20 miles above Abbeville, La., or 46 miles from mouth, although it is obstructed by snags and logs. "The only information obtained as to the effect of the project on freight rates is a statement from the seeretary of the State railroad commission that at Abbeville there are lower rates than to inter- mediate points, on account of its being located on navigable water. Comparative statement of receipts and shipments for ten years. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1898............................................................... 8,862 2,736 ........... 1899................................................................ 14,969 6,107 ........... Calendar year- 1900............................................................... 21,150 6,181 ........... 1901............................................................... 31,385 10,235 ........... 1902............................................................... 37,00 5,615 ........... 1903.................................. ...................... 15,157 ............ 21,843 1904................................................................ 29,326 & 14,169 ... 1905 ................................................... 28,092 .......... .1,234 1906..................... 1907................... ..................... ........... ................. ................. F 32,026 37,515 3,933 .......... 5,490 ......... On page 399, Annual Report of Chief of Engineers for 1906, refer- ence is made to previous reports on examinations and surveys of this stream. The act of March 2, 1907, calls for a preliminary examina- tion to Lafayette with a view to obtaining 6 feet of water. Report thereon will be submitted for transmission to Congress at its next session. July 1, 1907, balance unexpended--------------------------------$7, 082. 12 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------- 52. 56 July 1, 1908, balance unexpended---------------------------------7, 029.56 July 1, 1908, amount covered by uncompleted contracts .-----------5, 000.00 (b) Mermentau River and tributaries, Louisiana.-Priorto im- provement these streams had depths varying from 7 to 30 feet. TI e channel through Grand Lake was 6 .feet deep, and the depth at the mouth of the river was about 13 feet. The width varies from 70 feet, near Viterboville, to 350 feet at Lake Arthur. The channel was crooked and obstructed by snags and logs. The original project of 1892 provided for the removal of obstruc- tions in the upper river and the construction of brush dams in the lower river to remove existing mud flats. The estimated cost was $23,615.25. With the appropriations of 1892, 1894, and 1896 operations were carried on from December, 1892, to December, 1899, and 38 miles of the channel, from the lower end of Lake Arthur downstream, was cleared of obstructions; two brush dams, 2,500 and 3,000 feet in length, respectively, were built in Mud Lake, and a channel 8 feet in depth and 50 feet in width was cut across the flats in Mud Lake and maintained as the exigencies of navigation required. An examination made in July, 1906, showed that Bayou Nezpique, the principal tributary, was obstructed with snags and logs and that 444 REPORT OF THE CHIEF? OF ENGINEERS, U. S. ARMY. dredging would probably be requiired for maintenance of the channel through Grand Lake and Lower Mud Lake. Operations were com- menced in Bayou Nezpique with a hired plant on August 21, 1906, and were completed on October 6, 1906. All obstructing snags and logs were removed from the phannel for a distance of 21 miles below Viterboville, La. It is proposed to apply the available funds toward the construction of a combined dredge and snag boat and to the operation of this boat for the removal of such bars, snags, logs, and overhanging trees as interfere with navigation. The amount expended to June 30, 1908, is $27,846.72, of which it is estimated that $11,130.24 was applied to maintenance. The expendi- tures during the past fiscal year were for collection of commercial statistics, preparation of plans and inspection of construction of boat, and printing and advertising. On June 30, 1908, the maximum draft that could be carried over the flats in Lower Mud Lake, the shoalest place in the channel, was 4 feet at mean low water. The usual variation of the level of water surface in the lower reaches of the river is about 11 feet, and the extreme varid~ion is about 21 feet. Mermentau River is navigable throughout its whole length to about 2 miles above Mermentau, a dis- tance of about 70 miles; Bayou Nezpique, the principal tributary, is navigable to Viterboville, La., a distance of about 25 miles above the head of the Mermentau River; Bayou Plaquemine Brule and Bayou des Cannes are each navigable for distances of about 10 miles. The only information obtained as to the effect of the project on freight rates is a statement from the secretary of the State railroad commission that at Mermentan there are lower rates than at inter- mediate points, on account of its being located on navigable water. Comparative statement of shipments and receipts for ten years. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1898............................................................... 18,650 6,440 ......... 1899...................................................1 22,236 8, 586 ........... Calendar year- 1900.... ............................................... 27,034................. 1901............................................................... 29,291 2,257 ......... 1902 .............................................................. 50,326 21,035 ......... 1903............................................................... 63,690 13,364 .. 1904...................................................... 45,866 . 45,866......... .. 17,824 1905...................................................... 42413........... 42,413 3,453 1906.............................................................. 61,634 19,221 ........... 1907..............................;................................ 49,756 ........... 11,878 On page 401, Annual Report of Chief of Engineers for 1906, refer- ence is made to previous reports on examinations and surveys of this stream. July 1, 1907, balance unexpended --------------------------- $18, 180. 78 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------ 112. 25 July 1, 1908, balance unexpended_ 18, 068. 53 July 1, 1908, amount covered by uncompleted contracts 7, 500. 00 RIVER AND HARBOR IMPROVEMENTS. 445 CONSOLIDATED. July 1, 1907, balance unexpended 262.90 _---------------------------$25, June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------- 164. 81 July 1, 1908, balance unexpended ---------------------------- 25,098.09 July 1, 1908, amount covered by uncompleted contracts ---------- 12, 500. 00 (See Appendix T 5.) 6. Mouth and passes of Calcasieu River, Louisiana.-Prior to improvement there existed a depth of 64 feet over the outer bar at the entrance to Calcasieu Lake. The lake was 15 miles in length, with a depth of 6 feet. The depth of water over the inner bars was 34 feet, and from the upper bar to Lake Charles, La., the river was not less than 8 feet deep. Under the original project of 1872, with the modification of 1881, a channel 8 feet in depth, 70 feet wide, and 7,500 feet in length was cut through the inner bars during 1874, 1882, and 1883, but this channel having shoaled to 31 feet it was redredged in 1886, under the project of that year, and a plank revetment to provide against refilling was commenced. The noncompletion of this revetment caused the refilling of the channel. The project of 1892, under which the present work is carried on, provides for the redredging of a channel 8 feet in depth through the inner bars and revetting this channel ;. to construct parallel jetties of brush and stone at the entrance to the outer pass, and to dredge a channel between these jetties to a depth of 12 feet if necessary. The total estimated cost of the jetties was $600,000. Under this project the revetment was completed in August, 1893. A channel 8 feet deep and 50 feet wide, connecting deep water in Calcasieu Pass and Lake, was dredged in 1894, 1895, and 1898. Con- struction of the east jetty was carried on in 1894, 1895, and 1896, and of the west jetty in 1897. In 1900 the foundation of the west jetty was extended 1,000 feet, making its total length 3,200 feet. An examination of the channel made in May, 1905, developed that the channel, dredged to a depth of 8 feet in 1903 through the inner pass, had shoaled to less than 4 feet, and that the revetment placed for protection of this channel had almost entirely disappeared. The channel through the outer pass between the jetties had a depth at low tide of about 10 feet, which is ample for the present needs of navigation, considering the condition of channel through the inner pass. Under the project for expenditure of amount appropriated by act of March 3, 1905, a survey was made from the mouth of the river to the outer pass; the channel at the inner pass was redredged to a depth of 7 feet and width of 100 feet for a length of 24,000 feet; the channel at the mouth of the river was redredged to a depth of 7 feet and width of 100 feet for a length of 10,000 feet; the entire channel through the lake was marked by creosoted pile clusters, 54 in number, at intervals of 1,500 feet; and the revetment at lower end of .lake (inner pass) was rebuilt for a length of 8,230 feet. Dredging and marking channel were completed, under contract, August 25, 1906. and repairs to revetment April 6, 1907. Project for maintenance of the improvement was adopted in act of March 2, 1907. 446 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply available funds toward the construction of a combined dredge and snag boat and to the C-)eration of the dredge for the maintenance of the authorized depths in the channels at the mouth and passes of the river. The amount expended to June 30, 1908, is $611,574.17. Of this amount $577,415.31 has been expended under the present project, of which it is estimated that $115,673.99 was applied to maintenance; $0.45 was derived from refundment of overpayment, and $2.50 from sales of blueprints. The expenditures during the past fiscal year were for collection of commercial statistics, preparation of plans and inspection of construction of boat, printing, and advertising. The approved project provides for a channel depth of 8 feet through the bars at the head and foot of the lake, but the maximum depth in the lake is only about 7 feet. On June 30, 1908, the maxi- mum draft that could be carried at mean low water through the shoalest part of the channel in Lake Calcasieu was 6 feet, and the usual variation of the water surface is about 1 foot. The head of navigation in the Calcasieu River is at Jones Bluff, about 58 miles above its mouth, or 28 miles above Lake Charles, La., the depth in the channel being not less than 12 feet. The river empties into Calcasieu Lake, the length of the navigable channel through which is about 17 miles. Calcasieu Pass is about 6 miles long and connects Calcasieu Lake with the Gulf of Mexico, the least depth in the channel being about 10 feet. The only information obtained as to the effect of the project on freight rates is statements from the secretary of the State railroad commission and from the general freight agent of the Southern Pacific Railroad, that Lake Charles and other points on this river enjoy benefits in the way of reduced freight rates, due to the fact that they are situated on navigable water. Comparative statement of shipments and receipts for ten years. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1898................................................................ 190,017 48,988 ... 1899............................................................... 174, 651 ........... 15, 366 Calendar year- 1900................................................................ 139,580............. 1901................................................................ 139,045 ........... 535 1902............................................................... 148,483 9,438 .......... 1903...................................................... ......... 194,155 45,672.......... 1904..................................... .............. ....... 2 16 32,061 .......... 1905............................................................... 295,067 68,851 .......... 1906............................................................... 314,235 19,168 .......... 1907................................................................ 355,795 41,560 .. On page 402, Annual Report of Chief of Engineers for 1906, ref- erence is made to previous reports on examinations and surveys of this river. July 1, 1907, balance unexpended --------------------------- $24, 998.00 Received from sale of blueprints --------------------------------- 2.50 25, 000.50 June 30, 1908, amount expended during fiscal year for maintenance of improvement .... - -------------- 71. 72 July 1, 1908, balance unexpended - ----- -- 24, 928. 78 (See Appendix T 6.) RIVER AND HARBOR IMPROVEMENTS. 447 7. Removing the water hyacinth from waters in Louisiana and Texas.-Under the provisions of the sundry civil act of June 4, 1897, a Board of Engineer officers, appointed to investigate the extent of obstruction to navigation in the streams of Florida and Louisiana and to determine a method of checking the growth of or removing the water hyacinth, recommended the construction of boats fitted with crushing machinery and the use of log booms as adjuncts to the boats. (See Annual Report of the Chief of Engineers for 1899, p. 1615.) Under the act of March 3, 1899, $25,000 was appropriated for the purchase of a boat, $1,000 for the construction of log booms, and $10,000 for operating expenses. A boat, purchased and fitted with machinery for crushing the hya- cinths, was operated in Bayou Plaquemine and contiguous streams from July, 1900, to June, 1901, when funds were exhausted. Ap- proximately 188,800 square yards of plants was removed. A boom, with a suitable gate to permit of the plants floating out with the tides and to prevent their return, was constructed and placed at the mouth of Bayou Teche, Louisiana. Act of June 13, 1902 permitted the destruction of the plants by chemical means or otherwise, and the boat was fitted with special machinery designed for spraying the plants with a chemical com- pound. Operations were carried on in this manner from September, 1902, to May, 1903, and from August to October, 1903. Approxi- mately 522,750 gallons of the compound was sprayed over an area estimated at 3,509,024 square yards of hyacinths. Bayou Plaquemine and contiguous streams were. at date of cessa- tion of operations (October 26, 1903), practically free from hyacinths. With funds allotted May 31, 1904, from appropriation of April 28, 1904, the steamboat Ramos began spraying operations in Bayou Plaquemine July 8, 1904. By October 31, 1904, when the season's operations were terminated, the following streams were effectively cleared of all obstructing hyacinths: Bayou Plaquemine, Grand River, Bay Natchez, Bayou Goddell, Belle River, Bayou Long, Bayou Grossetete, and Bayou Choctaw. Booms for controlling the hya- cinths were placed in Bayou Plaquemine, at mouth of Bay Grossetete, at the head of navigation in Bayou Grossetete, and across Bayou Choctaw. During the summer months a watchman is maintained at the Bayou Plaquemine boom, whose duty it is to require all rafts and boats to clear themselves of hyacinths before passing through. During the winter of 1904 the Ramos was extensively repaired and fitted with a pile driver and steam capstan. The act of March 3, 1965, appropriated $40,000 for the removal of the water hyacinths from the navigable waters of the States of Texas and Louisiana, and projects, approved April 28 and May 15, 1905, provided for continuance of spraying operations in the Plaquemine- Morgan City water route and for the outfitting of a second boat for operations in the Calcasieu River, Louisiana, and in the Sabine and Neches rivers, Texas. Operations were resumed in Bayou Plaquemine April 8, 1905, and were continued until October 31 in this and connecting streams named above, at which date the condition of the streams between Plaquemine and Morgan City was sufficiently satisfactory to warrant the suspen- sion of further spraying operations for the season. During the entire 448 REPORT OF TRE CHIEF OF ENGINEERS, U. S. ARMY. season a new chemical compound was used, which gave excellent results at greatly diminished cost. In the season's work a total of 227,292 gallons of chemical compound was used, at a cost for chem- icals of $1,098.66. At the price paid in previous seasons for chemical compound this quantity would have cost $6,818.76. There was there- fore a saving of over $5,700, which will pay the operating expenses of the Ramos and of the hyacinth booms for a season. It is estimated that each gallon of chemical destroyed approximately 10 to 12 square yards of hyacinths. The steamboat Hyacinth (except the hull, which was purchased) was built and equipped by hired labor at the engineer depot at New Orleans at a total cost of $8,900. During the fiscal year 1907 spraying operations were carried on in the streams of the Plaquemine-Morgan City route, resulting in clear- ing the streams of all obstructing hyacinths. Cow-Bayou, a tributary of the Sabine River, Texas, and Bayou des Allemands and contiguous streams, which were completely blocked by hyacinths, were cleared. In October, November, and December, 1906, the Ramos sprayed in Calcasieu River, in English Bayou, a tributary of the Calcasieu, and in Bayou Vermilion, but the season was too far advanced for good results. During the working season of 1906 265,409 gallons of chemical compound was sprayed, at a cost of $0.0051 per gallon raw. Dur- ing the fiscal year ending June 30, 1908, operations were carried on in Bayou des Allemands, Bayou Barataria, Bayou Vermilion, and in the streams of the Plaquemine-Morgan City route. During the working season of 1907 507,622 gallons of chemical compound was sprayed, at a cost of $0.0055 per gallon raw, and in 1908, to June 30, 124,236 gallons, at a cost of $0.0041 per gallon raw. The amount expended to June 30, 1908, is $110,963.78. It is pro- posed to expend the available balance and the amount estimated as a profitable expenditure in continuing the work of destroying the water hyacinths which become obstructions to navigation and in repairs to the two steamboats used in this work, particularly the Ramos, which needs a new hull. July 1, 1907, balance unexpended --- $20, 847.49 Received, sale of property_ -_ 4. 30 20, 851.79 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------ 10, 724. 58 July 1, 1908, balance unexpended --- 10, 127.21 July 1, 1908, outstanding liabilities_ 72. 50 July 1, 1908, balance available_ 10, 054.71 Amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908 -------- 15, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix T 7.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities RIVER AND HARBOR IMPROVEMENTS. 449 within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Lake Pontchartrain,Louisiana, from West End to Bayou St. John, and thence to Milneburg.-Report dated December 19, 1907, is printed in House Document No. 557, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminaryexamination of Homochitto River, Mississippi,from its mouth to the Yazoo and Mississippi Valley Railroad.-Report dated January 17, 1908, is printed in House Document No. 692, Six- tieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination with plan and estimate of cost of im- provement of Bayou Plaquemine Brule, Louisiana.-Reports dated December 19, 1907, and February 7, 1908, are printed in House Docu- ment No. 789, Sixtieth Congress, first session. A plan for improve- ment at an estimated cost of $10,000 is submitted. 4. Preliminaryexamination with plan and estimate of cost of im- provement of Lake Pontchartrain,Louisiana,from West End, Span- ish Fort, and Milnebury to the north and south draws of the New Orleans and Northeastern Railroad; also to Mandeville, the Tangi- pahoa River, and Pass Manchac.-Reports dated December 20, 1907, and January 25, 1908, are printed in House Document No. 881, Six- tieth Congress, first session. A plan for improvement at an estimated cost of $12,000 is submitted. 5. Preliminaryexamination with plan and estimate of cost of im- provement of Pass Manchac, between Lake Maurepas and Lake Pont- chartrain,Louisiana.-Reportsdated December 19, 1907, and January 25, 1908, are printed in House Document No. 882, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $6,000 is presented. The local officer was also charged with the duty of making a pre- liminary examination and survey of Bayou Vermilion to Lafayette, La., provided for in the river and harbor act of March 2, 1907, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE GALVESTON, TEXAS, DISTRICT. This district was in the charge of Capt. John C. Oakes, Corps of Engineers. Division engineer, Col. E. H. Ruffner, Corps of Engineers. 1. Galveston Harbor, Texa .- Galveston Harbor originally em- braced an anchorage area of over 1,960 acres, of which 1,500 acres had a depth of more than 20 feet, 1,300 acres had a depth of more than 24 feet, and 460 acres had a depth of more than 30 feet. The entrance was obstructed by two bars, known as the inner and outer. The natural depth on the inner bar was about 9 feet and on the outer bar about 12 feet. These shallow depths prevented all but the lightest draft vessels from using the harbor, and necessitated the lighterage of cargoes to the larger vessels anchored in the deep water beyond the outer bar. 57101--ENG 1908--29 450 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Prior to 1874 the projects for improving the habor related to dredg- ing operations on a small scale. The project for the permanent improvement by jetties was adopted in 1874 and modified in 1880 and 1886. Previous to 1886, $1,4785000 was expended, with an additional sum of $100,000 subscribed by the city of Galveston in 1883. The 1886 project provided for a certain depth of 25 feet and a possible depth of 30 feet by constructing jetties to a height of 5 feet above mean low tide and extending them to the 30-foot contour in the Gulf and supplementing the action of the tidal scour by dredging. The estimated cost of this revised project was $7,000,000. The expenditures under the above projects resulted in 1900 in a depth of 26 feet at mean low tide on the outer bar, an increase of 14 feet since work began, and a depth of 26 feet at mean low tide on the inner bar, an increase of 16 feet during the same period. The south jetty extended 35,603 feet and the north jetty extended 25,907 feet. The amount expended on this project was $7,041,684.42, of which $97,687.85 was for maintenance of the improvement. The hurricane of September 8, 1900, damaged the jetties to a con- siderable extent, and a Board of Engineer officers estimated the cost of repairing same at $1,500,000. (Annual Report Chief of Engi- neers, 1901, p. 2018.) Appropriations under this estimate commenced June 13, 1902, since which time $1,448,502.96 has been expended, of which $324,061.22 was for maintenance of the improvement. The act of March 2, 1907, appropriated $300,000 and authorized continuing contracts for prosecuting the work to the amount of $700,000 additional, of which $70,000 remains to be appropriated. In pursuance of the discretion vested in him by this act, the Secre- tary of War approved a project for expenditure of the funds appro- priated and pledged in obtaining a depth of 30 feet by repairing the jetties, by jetty extension, and by dredging, including construction of a new dredge. For more extended information see House Document No. 340, Fifty-ninth Congress, second session, and River and Harbor Com- mittee Document No. 11, Fifty-ninth Congress, second session. The project for the expenditure of the above amounts includes the completion of the repairs to the jetties, the construction of a new seagoing dredge, operating dredges, and an extension of south jetty about 900 feet. The project is about 25 per cent completed. Contract work on the new dredge is about 50 per cent completed. For details of dredge construction see Appendix H 9 of this report. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1910, to an extension of the jetties and operation of the dredges. In addition to the amount required for maintenance, the estimate submitted for continuing the improvement is only the balance of the contract authorization of 1907, leaving it for Congress to decide from reports and estimates already before it to what extent it proposes to further prosecute the work of improvement at this locality. Repairs to the jetties and the extension of south jetty were con- tinued during the year under continuing contract and hired labor, in accordance with the act of 1907. The U. S. dredge Gen. C. B. Comstock continued operations until October 19, 1907, working upon the outer bar when weather would RIVER AND HARBOR IMPROVEMENTS. 451 permit, and at other times on the inner bar. From October 19, 1907, to the end of the fiscal year the dredge was laid up awaiting the arrival of new boilers and undergoing extraordinary repairs. The outer-bar channel, where dredging is done, weather permit- ting, had at the beginning of the fiscal year 28 feet at mean low water. The last survey of June, 1908, shows a channel depth of 271 feet, a shoaling of 1 foot during the past year. This is accounted for by the absence of the dredge from the outer bar during the past eight months. The ruling depth varies from 27 to 30 feet, according to the weather and length of time the dredge has been at work on the outer bar. The inner bar has disappeared, leaving a ruling depth of 321 feet at mean low water. This result has been accomplished by the Gal- veston channel current, aided by the Comstock, which worked on the inner bar when it was too rough for it to work outside. Mean tide fluctuations on outer bar, 2 feet; inner bar, 1.64 feet; Galveston channel, 1.12 feet. Including Galveston channel, 2,420 acres now have a depth of 24 feet and over, and 920 acres have a depth of 30 feet and over. All the commerce for Galveston channel, Texas City channel, and Galveston ship channel and Buffalo Bayou which comes in from the Gulf or passes out to the Gulf, whether coastwise or foreign, passes through the jetty channel. A Board of Engineer officers in its report of December 19, 1902, stated that a conservative estimate of the value to the country of the present improvement at Galveston is more than $10,000,000 per an- num. This benefit is probably, at the present time, more than double that amount annually. July 1, 1907, balance unexpended -------------------------- $329, 682. 24 Amount appropriated by sundry civil act approved May 27, 1908_- 630, 000. 00 Proceeds of sales of charts of Galveston Bay-------------------- 23.45 Proceeds of sales of contact prints ------------------------------ a 10.40 959, 716.09 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $177, 841. 03 For construction of dredge -------------------- 66, 222.59 For maintenance of improvement --------------- 63,057.31 307,120.93 July 1, 1908, balance unexpended------------ -------------- b 652, 595. 16 July 1, 1908, outstanding liabilities 127, 034. 68 c------------------------ July 1, 1908, balance available ---------------------------- . 525, 560. 48 July 1, 1908, amount covered by uncompleted contracts---------- d4 87 , 405. 94 Amount (estimated) required for completion of existing project--- 70, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908: For works of improvement------------------- $70, 000. 00 For maintenance of improvement ..------------- 200,000. 00 of sundry civil act of 270,000.00 Submitted in compliance with requirements June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 1.) a Includes $10 received for blueprints of dredge. b Includes $3,787.41 in hands of Major Deakyne for dredge construction. o Includes $82,506.22 for construction of dredge. 4 Includes $214,500 for construction of dredge. 452 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Galveston channel, Texas.-This is the channel passing along the wharf front of the city and connecting the same with the jettied entrance channel. Galveston channel inside the inner bar had originally a depth vary- ing from 20 feet at Fort Point to 30 feet off Twentieth street, and again to 20 feet off Thirty-second street. The width of the channel between the 18-foot curves was about 600 feet. The inner bar had originally a 9-foot depth, but conditions gradually became better until the outer bar, with about 12-foot depth, became the controlling factor. All vessels drawing over 12 feet had to complete their car- goes after crossing the bar by lightering. Appropriations by the United States Government for the channel began in 1902, when $100,000 was appropriated for improving the channel in accordance with the report submitted in House Document No. 264, Fifty-sixth Congress, second session. The act of March 3, 1905, authorized the construction of a dredge, Col. A. M. Miller, at a cost not to exceed $125,000. The act of March 2, 1907, modified the project by providing for the extension of the channel from Fifty-first to Fifty-sixth street, at an estimated cost of $129,310. (See House Document No. 768, Fifty-ninth Congress, second session.) The estimated cost of the project as modified is $1,714,310. The U. S. dredges Col. A. M. Miller and Gen. H. M. Robert re- moved during the fiscal year 1,632,387 cubic yards of material in widening the channel and excavating an approach to the proposed United States immigrant landing station, which is to be located on the north side of the channel behind the dike. No maintenance work has been done during the year. The project is about one-half completed, giving a channel approxi- mately 700 feet wide and 28 to 30 feet deep, to the end of the present wharf frontage, and approximately 1,325 feet wide opposite the pro- posed immigrant landing station. Total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1908, in dredging and dike construction, $684,631.27, of which $48,625.75 was for maintenance of the improvement. Vessels drawing 27 feet can now come over the bar and up to the wharves at mean low water. The Missouri left this port January 6, 1906, drawing 28 feet and 2 inches, and on November 15, 1907, the Iowa departed drawing 28 feet. Variation of level of water surface is about 1 foot. The foreign trade, as given by the customs office, for the Port of Galveston for the fiscal year 1907, amounted as follows: Foreign ex- ports, valued at $236,277,727; foreign imports, valued at $7,621,761; total, $243,909,488. Partial statistics for coastwise trade were furnished by the secre- tary of the Galveston Chamber of Commerce as 834,402 tons, valued at $203,768,556. The following is a comparison of foreign export values credited to ports in the United States on the Gulf of Mexico in the Government records for a period of five years: a a Data furnished by Judge A. J. Rosenthal, Special Deputy Collector, United States Customs Service. RIVER AND HARBOR IMPROVEMENTS. 453 Fiscal yeair. Galveston. New Orleans. Mobile. Pensacola. 1902-3--------------------------------- ......................................... $103,145,623 $147,056,230 $12,618,443 $13,744,544 1903-4........................................ 144,920,127 148,006,60616,826,671 15,891,834 1904-5 ......................................... 126,085,590 149,866,35818,071,982 15,340,265 1905-6 --------------------------------- 166,240,813 149,901,01321,712, 544 18,440,122 1906-7 ......................................... 236,277,727 169,897,31124,463,696 19,218,433 The value of foreign exports credited to the port of Galveston for the fiscal year 1896-97 amounted to $59,334,343, and for the fiscal year 1906-7 to $236,277,727, or about four times the amount for 1896- 97. The gain from 1902-3 to the end of 1906-7 amounted to 129 per cent, the record for 1906-7 showing an increase of 43 per cent as com- pared with the year 1905-6. A sufficient depth and width of channel is a necessary supplement to the deep water between the jetties to enable the vessels to reach the wharves. The work of the past year has put the channel in better condition for service than ever before, but with the increasing length of the vessels now entering the harbor, the necessity for the full width of channel between harbor lines (1,400 feet) is becoming very marked. It is proposed to apply the balance available on June 30, 1908, to the extension of channel and dike to opposite Fifty-sixth street, and the additional appropriation recommended in operation of the United States dredge for widening the present channel and for maintenance. July 1, 1907, balance unexpended----------------------------- a $195, 499. 89 Proceeds of sales of contact prints 15 .--------------- 195, 500. 04 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 134, 956. 15 July 1, 1908, balance unexpended -------------------------------- 60, 543.89 July 1, 1908, outstanding liabilities ----------------------------- 4351. 4, 52 July 1, 1908, balance available --------------------------------- 56, 192. 37 Amount (estimated) required for completion of existing project- 1, 017, 935. 75 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908---------------- 200, 000. 00 Submitted in complianc with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 2.) 3. Channel from Galveston Harbor to Texas City, Tex.-The natural depth over the line of this channel was from 4 to 8 feet. During 1895 and 1896 a channel 16 feet deep was dredged by the Texas City Terminal Company at an expense of $146,000. At the time of the adoption of the present project this channel had shoaled to its natural depth. a The balance unexpended July 1, 1907, $195,521.77, as shown by report for fiscal year ending June 30, 1907, is in error, the discrepancy being due to error in taking up $21.88 received from proceeds of sales of condemned property which did not pertain to this work. 454 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 3, 1899, provided for deepening the channel north of Pelican Island from Galveston Harbor to Texas City, Tex., to a depth of 25 feet and a width of 100 feet at the bottom, at a cost not to exceed $250,000. The full amount had been expended on the work under this appro- priation up to the close of the fiscal year ending June 30, 1905, the Texas City Company paying the expenses of superintendence, inspec- tion, etc. The channel was dredged 100 feet wide on bottom and 25 feet deep from Texas City wharves to 25 feet of water in Gal- veston Harbor, a distance of 34,000 feet. In addition to the amounts mentioned above, the Texas City Com- pany, according to figures furnished by them, expended $148,906.98 in completing channel, $172,734.58 in digging turning basin and slip, and in 1906 removed 698,222 cubic yards at a cost of $16,028.61 in maintaining channel. The further work contemplated is for maintenance of the channel. During the past fiscal year 1,001,147 cubic yards of material has been removed by contract at a cost of $30,606.60, for redredging the chan- nel to a depth of 23 feet, with $875.73 expended during the year for surveys, superintendence, etc. The total amount expended by the United States to June 30, 1908, is $275,519.69, of which $25,519.69 was applied to maintenance. In addition $4,686,01 was expended from deposit of contractors to cover expenses of superintendence, inspection, etc. The maximum draft that can be carried June 30, 1908, at mean low tide over the shoalest part of this channel is 16- feet. Variation of water surface is about 11 feet. The effect of the project on freight rates is not known. The tonnage for-the port of Texas City, Tex., for the calendar year 1907, as furnished by the Texas City Terminal Company, of Texas City, is as follows: Foreign exports and imports, 58,240 tons, valued at $4,466,173; coastwise domestic, 19,219 tons, valued at $2,401,600; total 77,459 tons, valued at $6,867,773. Reference to report on examination made in compliance with act of March 2, 1907, will be found on page 474 of this report. It is proposed to expend the available balance and the appro- priation recommended in maintaining the present channel. July 1, 1907, balance unexpendpd ------------------------------- $59, 841. 32 Sales of contact prints ------ -----------------------------. 20 59, 841. 52 June 30, 1908, amount expended during fiscal year for maintenance of improvement.------------------------------------------------ 25, 361.01 July 1, 1908, balance unexpended -------------------------------- 34,480. 51 July 1, 1908, outstanding liabilities ------------------------------- 6, 121. 32 July 1, 1908, balance available ----------------------------------- 28, 359. 19 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- 50, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 3.) RIVER AND HARBOR IMPROVEMENTS. 455 4. Channel to Port Bolivar, Te.-The river and harbor act of March 2, 1907, appropriated $50,000 for obtaining a channel 150 feet wide and 25 feet deep, with increased width at wharf, from Gal- veston Harbor to Port Bolivar.a This channel will extend from the Gulf and Interstate Railway transfer wharf southerly to Bolivar Roads, a distance of 4,275 feet. During the fiscal year a contract was entered into for dredging of channel, and 247,998 cubic yards of material was removed. Work was suspended December 9, 1907, pending the completion of bulk- head by the Gulf and Interstate Railway Company, behind which the spoil is to be placed. The minimum depth over the line of proposed channel is 8 feet at mean low water. Variation of water surface is about 11 feet. The channel is used for tugs and barges in the transfer of freight cars to and from Galveston, and when completed will allow ships to load at the Bolivar wharf without transfer of freight to Galveston. Amount expended on existing project to close of fiscal year ending June 30, 1908, $18,873.51. The project is about 35 per cent completed. No commercial statistics have been obtained. Report on examination is printed in House Document No. 719, Fifty-ninth Congress, first session. The available balance and the appropriation recommended will be applied toward completing the channel and in maintaining and widening the channel in front of the wharves to provide room for vessels to turn in. July 1, 1907, balance unexpended ---------------------- $49, 834.42 June 30, 1908, amount expended during fiscal year, for works of improvement ------------------------------------------------ 18, 707.93 July 1, 1908, balance unexpended -------------------------------- 31,126. 49 July 1, 1908, outstanding liabilities ----------------------- 4, 4455.35 July 1, 1908, balance available ---------------------------------- 26, 671.14 July 1, 1908, amount covered by uncompleted contracts ------------ 20, 011. 36 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 50, 000.00 .-------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 4.) 5. Galveston ship channel and Buffalo Bayou, Texas.-The ship channel in Galveston Bay and Buffalo Bayou are two links in the waterway connecting Houston with deep water in Galveston Bay. the other links being the San Jacinto River and the Morgan Canal. In their natural state these two waterways had a depth of from 4 to 81 feet, of various widths. The earlier projects for their im- provement, adopted in 1871, 1877, 1881, and 1892, provided for a channel 100 feet wide and 12 feet deep. Dredging was carried on for a number of years, furnishing a channel sufficient for the char- acter of vessels then navigating these channels. 456 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In 1892 the Government purchased the Morgan Cut and Canal 5.43 miles long, for $92,316.85. The amount expended on original projects prior to operations under existing projects was as follows: Ship channel in Galveston Bay (including the purchase of Morgan Cut and Canal, $92,316.85) ----------------------------------- $800, 328.16 Buffalo Bayou, Texas _....._.210, 137. 64 Total ------------------------------------------------ 1, 010, 465. 80 The existing project, adopted in 1899 (p. 1515, Annual Report Chief of Engineers, 1898), as modified in 1905 (p. 1495, et seq., Annual Report Chief of Engineers, 1905), is as follows: For completing channel to head of Long reach, including turning basin 600 feet in diameter, 25 feet deep, side slopes 1 on 2, division 1 (bay), 1 on 3 in divisions*2 and 3 (river), least radius 2,500 feet, 150 feet on bottom in division 1 (bay), 100 feet on bottom in divisions 2 and 3 (river) --------------------------------- $3, 170, 000 26,000 feet of dike revetment ------------------------------------ 40, 000 One hydraulic dredge ------------------------------------------- 150, 000 Engineering and contingencies (about 10 per cent) ---------------- 340, 000 Total --------------------------------------------------- 3, 700, 000 Amount available December 1, 1904 ------------------------------ 150, 000 Balance required ----------------------------------------- 3, 550, 000 The act of March 2, 1907, appropriated $200,000 and authorized continuing contracts for prosecuting the improvement in the sum of $200,000, of which $55,000 is yet to be appropriated. Of the $200,000 appropriated March 2, 1907, $50,000 was expended for the restoration of the channel from foot of Main street, Houston, to head of Long reach. By contract and United States dredges 1,978,241 cubic yards of material has been removed from the different divisions, of which 1,402,228 cubic yards was for maintenance and 28,000 cubic yards was rehandled, being material from the Houston division dredged with dipper, and dumped in turning basin to be pumped ashore. Snag- ging operations have been carried on in the upper stretches of the bayou. During the fiscal year the channel has filled in generally through- out its entire length to an amount of 185,000 cubic yards, and since the beginning of 1905 a fill of 6,366,000 cubic yards has taken place. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1908, was $1,851,956.51, of which $152,284.65 was for maintenance. The project is about 46 per cent completed. The usual variation of level of water surface is, division 1 (bay division), lower bay, 1.3 feet; upper bay, 0.5 foot, and divisions 2 and 3 (river divisions), less than one-half foot. In times of flood rises of 12 or more feet occasionally occur in Buffalo Bayou. The maximum draft that can be carried on June 30, 1908, at mean low tide is, from Bolivar channel to Red Fish, 16 feet; thence to Morgan Point, 11 feet; thence to Clinton, 16 feet; thence to head of Long reach, 12 feet; thence & feet to foot of Main street, Houston. The effect of this project on freight rates is unknown and is inde- terminate because of a railroad rate differential in favor of Houston, authorized by the railroad commission of the State of Texas. RIVER AND HARBOR IMPROVEMENTS. 457 The secretary of the Houston Cotton Exchange and Board of Trade reports the tonnage carried on the bayou during the calendar year 1907 as 452,463, valued at $24,466,730. It is given in detail in Appendix U 5 of this report. For number of vessels passing through Morgan Canal, see report on operating and care of Morgan Canal, Appendix U 7 of this report. It is proposed to expend the available funds and the amount esti- mated as a profitable expenditure in fiscal year ending June 30, 1910, toward completing work now under way, including dredging turning basin at head of Long reach, easing bends to 2,500 feet radius, main- tenance toward a more uniform depth, repair of pile and brush dike in upper bay, and snagging operations throughout bayou. If progress is to be made toward the completion of the project depth, 25 feet, throughout this channel, more liberal appropriations must be made for the work, as the cost of maintenance is increasing yearly as increased depth is obtained. Except one stretch of 14 miles, this channel has been dredged to 181 feet. By January 1, 1909, the remaining section will probably have been completed to that depth, but in the meantime some other section will have shoaled. July 1, 1907, balance unexpended --------------------------- $307, 806.41 Amount appropriated by sundry civil act approved May 27, 1908_ 145,000.00 Proceeds of sales of contact prints---------------- ------------- 4. 07 452, 810.48 June 30, 1908, amount expended during fiscal year: For works of improvement------------------ $138, 529.28 For maintenance of improvement ------------- 53,883.05 192,412.33 July 1, 1908, balance unexpended ---------------------------- 260, 398. 15 July 1, 1908, outstanding liabilities --------------------------- 45, 852.20 July 1, 1908, balance available ----------------------------- 214, 545.95 July 1, 1908, amount covered by uncompleted contracts ----------- 15,103.16 Amount (estimated) required for completion of existing project- 2, 855, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 -....... a 480, 000. 00 Submitted in compliance with requirements of sundry civil act of Junle 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 5.) 6. Removing the water hyacinths from Texas waters.-On August 9, 1907, water hyacinths were discovered in Buffalo Bayou, Texas, and vicinity, and an allotment of $500 was made on November 4, 1907, to destroy them and prevent them from becoming an obstruction to navigation. During the fiscal year, under United States supervision, the city of Houston, Tex., removed practically all hyacinths from Buffalo Bayou by hired labor. Total amount expended on this work up to the close of the fiscal year ending June 30, 1908, was $25.27. a Of this amount $55,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907. 458 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. November 4, 1907, amount allotted ----------------------------- $500.00 June 30, 1908, amount expended during fiscal year for works of im- provement ------------------------------------------------ 25.27 July 1, 1908, balance unexpended -------------------------------- 474. 73 July 1, 1908, outstanding liabilities -------------------------------- 9.99 July 1, 1908, balance available------------------ ------------- 464.74 (See Appendix U 6.) 7. Operating and care of Morgan Canal, Texas.-A custodian was stationed at the canal during the past fiscal year. A statement contained in the report of the local engineer officer shows the items of expenditure, which amounted to $360, exclusive of liabilities outstanding, amounting to $30. (See Appendix U 7.) 8. WVest Galveston Bay channel, Tewas, and Mouths of adjacent streams, including Trinity River, Anahuac Channel, Cedar Bayou, Chocolate Bayou, and Bastrop Bayou.-This project embraced the improvement of the following localities: West Galveston Bay, the Galveston and Brazos Canal, Double Bayou, mouth of Trinity River, Anahuac Channel, East Bay Bayou, Turtle Bayou, Clear Creek, Dickinson Bayou, Chocolate Bayou, Bastrop Bayou, Oyster Creek, and the mouths of adjacent streams. (Annual Report Chief of Engineers, 1900, p. 2438, et seq.) Prior to March 3, 1809, the improvement of West Galveston Bay channel, mouth of Trinity River, and Cedar Bayou had been inde- pendent. At that date they were consolidated with the other works, except Anahuac channel, which was added by act of March 3, 1905, and Chocolate and Bastrop bayous, which were added by the act of March 2, 1907. The Brazos River, between Velasco and Richmond, which was included in the improvement for a time, is now covered by a separate appropriation and has been transferred to the Dallas district. The estimated cost of the modified project is $248,646.34. The object of this improvement, in part, is to obtain and maintain a navigable channel depth of from 4 to 6 feet across the bars at the mouths of the streams and bayous from deep water in the bay to deep water in the bayous. The improvement is intended to develop a light-draft inland navi- gation which will afford cheap transportation by light-draft steam- ers and barges to the coast country of Texas. As the West Galveston Bay channel and Galveston and Brazos River Canal have been included in the " Inland Waterway on the Coast of Texas " and appropriated for under that heading, allot- ments for these works under this appropriation have ceased. About four-fifths of the project has been completed. The effect of these improvements has been generally to decrease freight rates to all points reached by the channels improved. It is proposed to apply the balance available and the appropriation recommended in dredging and snagging, for maintenance, and in opening up bayous emptying into the Galveston bays, in accordance with approved project. More and larger boats, especially power boats with schooner hulls, have been built to utilize the improvement. Most of the points RIVER AND HARBOR IMPROVEMENTS. 459 reached are settlements not on railroads, and the improvements are of great importance to their commercial life. The amount expended on these improvements under present proj- ect to June 30, 1908, has been as follows: Channel across Hanna reef ------------------------------ $681.91 Double Bayou -------------------------------------------- 10, 549.15 Anahuac channel ------------------ 12,100. 00 Mouth of Trinity River -------------- 8, 636.18 Cedar Bayou -------------------------------------- _ 11, 885.52 Clear Creek --------------- ---------- 10,490.16 Dickinson Bayou ------------------------------------------ 6, 282.33 Bastrop Bayou _9, 920.22 Chocolate Bayou -- 331.05 Dredge Gen. H. M. Robert-------------------------------------- 67, 992.51 Total --------------------------------------------- 138, 869.03 CONSOLIDATED. July 1, 1907, balance unexpended -------------------------- $47, 032. 74 Taken up under improving inland waterway on coast of Texas- 81.90 46, 950.84 June 30, 1908, amount expended during fiscal year: For works of improvement_ ------------------- $15, 515. 39 For maintenance of improvement 485.17 23,---------------2 39, 000. 56 July 1, 1908, balance unexpended ---------------------------- 7, 950.28 Amount (estimated) required for completion of existing project- 59, 646.34 I Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908--------------- 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (a) Channel across Hanna reef (East Bay Bayou).-This is a channel across Hanna reef, connecting lower Galveston Bay, East Bay, and East Bay Bayou, and is on the direct line of the inland waterway project. The natural depth was 3.5 feet at mean low tide. Amount expended to June 30, 1908, $681.91. This expeAditure was made in 1903 and resulted in a channel 7 feet deep at mean low tide and from 40 to 60 feet wide. . This channel has since closed and the maximum draft that can be carried, June 30, 1908, is about 2J feet at mean low tide. Variation of water surface about 1 foot. It is estimated that 500 tons of vegetables comes out of East Bay Bayou each year and that about one-half as much returns. There is also some fish and oysters carried through this channel, but the present shallow channel prevents any extensive business being carried on. (b) Double Bayou.-The navigation of this bayou was obstructed by a bar which prevented boats drawing over 2 feet of water entering the bayou. The amount expended on work of existing project up to the close of the fiscal year ending June 30, 1908, $10,549.15, of which $3,595.95 was applied to maintenance, exclusive of $2,711.40 deposited by private parties. 460 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This expenditure resulted in the excavation and maintenance of a channel 6,095 feet long, 80 to 100 feet wide, and from 51 to 7J feet deep across the bar and into the bayou. The maximum draft that can be carried June 30, 1908, at mean low water is 41 feet. The variation of water surface is about one-half foot. The bayou is navigable for 6 miles above thA mouth. The commerce through this channel, as given by Burt IT. Collins, for the calendar year 1907, amounted to more than 3,600 tons of produce, mainly rice and merchandise, valued at $255,000. July 1, 1907, balance unexpended ---------------------------- $3, 999.45 Transferred to Clear Creek, Texas --------------------------- 403.50 3, 595. 95 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 3, 595.95 (c) Anahuac channel.-The original depth of this channel was about 3 feet. Amount expended on work of existing project up to the close of the fiscal year ending June 30, 1908, $12,100, of which $6,124.99 was for maintenance of channel. The expenditure resulted in the excavation and maintenance of a channel 16,013 feet long, 80 feet wide, and 7 feet deep, from 6 feet of water in Trinity Bay to 8 feet of water in Browns Pass; many large snags were removed from Browns Pass and Anahuac channel, and an old bulkhead was removed from the channel. During the fiscal year 162,028 cubic yards of material was re- dredged in maintaining channel. Maximum draft that can be carried June 30, 1908, at mean low tide is 71 feet. Variation of water surface is about one-half foot. This channel is used by United States mail boat, and as there is no railroad communication with the adjacent country, all produce and supplies pass through this channel. Rice is the principal agri- cultural product. Confmercial statistics received show the commerce to be more than 74,311 tons, valued at $1,925,857. July 1, 1907, balance unexpended-- :---------------------------$6, 124.99 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 6, 124. 99 (d) Mouth of Trinity River.-This river empties into Galveston Bay through several mouths or passes, opposite each of which a bar existed on which the depth of water did not exceed 31 feet at mean low tide. Under earlier projects, adopted June 18, 1878, and amended May 4, 1899, dredging and snagging were done, the west jetty at Middle Pass completed to a length of 7,359 feet, and a channel 100 feet wide by 5 feet deep secured at a cost of $75,900. The channel subsequently shoaled to a ruling depth of 31 feet, and at present Browns Pass lead- ing into the Anahuac channel is the one used and under improve- ment. Amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1908, $8,636.18, of which $4,995.74 was applied to maintenance. RIVER AND HARBOR IMPROVEMENTS. 461 Under present project a channel 80 feet wide and 6 feet deep was dredged a distance of 5,700 feet and a log jam removed from the pass. During the fiscal year 23,989 cubic yards of material was removed for maintenance of channel. Maximum draft that can be carried June 30, 1908, at mean low water, 7 feet. Variation of water surface is about one-half foot,. During the calendar year 1907, lumber, rice, etc., valued at $1,003,609, and fuel oil, valued at $33,734, passed through this chan- nel, in addition to miscellaneous supplies. July 1, 1907, balance unexpended ----------------------------- $1, 197.05 Transferred to Clear Creek, Texas ----------------------------- 341. 97 855.08 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 855.08 (e) Cedar Bayou.-Cedar Bayou discharges into the northwest corner of Galveston upper bay, at a point about 1 miles below the mouth of the San Jacinto River, and distant 281 miles from Gal- veston. The original project for this improvement was adopted September 19, 1890, and consisted in deepening the channel over the bar by dredging, so as to afford a depth of 5 feet at mean low tide, and pro- tecting the dredged channel by brush and stone walls or jetties. The amount previously expended on this project was $32,150. After crossing the bar a least depth of 9 feet can be carried up the bayou for a distance of 17 miles. Under present project the jetties were repaired by filling the lowest places and gaps with riprap, and a channel 8 feet deep, 80 feet wide, 8,690 feet long was dredged from the 8-foot depth inside the bayou across Cloppers bar and connecting with the 8-foot depth in San Jacinto Bay. During the fiscal year 100,709 cubic yards of material was removed in maintaining channel. Amount expended on existing project to close of fiscal year ending June 30, 1908, $11,885.52, of which $4,939.37 was appliedto mainte- nance. Maximum draft that can be carried June 30, 1908, 6 feet. The rise and fall of tide is about I foot, except during freshets. It has been impossible to obtain the commercial statistics of the effect of this improvement. One boatman reports taking out 1,200,- 000 brick during the calendar year 1907, valued at $9,600. Rice and other agricultural products, together with supplies for the adjacent community, are carried through this channel, there being no railroad facilities within convenient distance. July 1, 1907, balance unexpended ---------------------------- $5, 153.85 Transferred to Clear Creek, Texas .----------------------------- 214.48 4, 939. 37 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------- --------------------------- 4, 939.37 (f) Clear Creek.-Clear Creek empties into Galveston upper bay from the west. It was obstructed at its mouth by a narrow sand bar, 462 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. on which the depth did not exceed 2 feet. For a distance of 2 miles above the mouth the ruling depth is 8 feet; it then broadens into a lake 3 miles long and 1J miles wide, having before improvement an average depth of 1i feet. Above the lake the prevailing depth is from 8 to 12 feet, which can be carried 25 miles above its mouth. Private parties have at various times dredged through the bar at the mouth into Galveston Bay, and at present there is across this bar a channel about 40 feet wide with a least depth of 6 feet at mean low tide. During the past year the U. S. dredge Captain C. W. Howell has dredged a channel 22,847 feet long, 40 feet wide, and from 4 to 6 feet deep through the lake, making a continuous channel with a least depth of 4 feet at mean low tide for 25 miles. Amount expended on existing project to close of fiscal year ending June 30, 1908, $10,490.16. The maximum draft that can be carried June 30, 1908, at mean low tide over the shoalest part of the locality is 4 feet. Variation of water surface is three-fourths foot.' No commercial statistics have been obtained. July 1, 1907, balance unexpended ---------------------------- $7, 999. 70 Transferred from other works -------------------------------- 2, 539. 73 10, 539.43 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 10, 487.56 July 1, 1908, balance unexpended -------------------------------- 51. 87 (g) Dickinson Bayou.-Dickinson Bayou empties into Galveston lower bay, about 20 miles northwest of the city of Galveston. Navi- gation was obstructed by a bar at its mouth with 21 feet of water on its crest. After crossing the bar a depth of 10 feet can be carried up the bayou for 20 miles or more, and a depth of 6 feet for a dis- tance of 25 miles from its mouth. During the past year the U. S. dredge Captain C. W. Howell exca- vated a channel 10,625 feet long, 40 feet wide, and 5 feet deep over a distance of 15,500 feet through the bar at the mouth and to deep water in the bayou. Amount expended on existing project to close of fiscal year ending June 30, 1908, $6,282.33. The maximum draft that can be carried June 30, 1908, at mean low tide over the bar is 3J feet. Variation of water surface is 1 foot. No commercial statistics have been obtained. July 1, 1907, balance unexpended ----------------------------- $6, 999. 70 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------- 6, 282.03 July 1, 1908, balance unexpended -------------------------------- 717.67 (h) Bastrop Bayou.-Bastrop Bayou empties into Bastrop Bay, which is part of West Galveston Bay. The mouth of the bayou is 5 miles northwest of San Luis Pass and had a long shallow approach with only 10 inches of water on the bar. For 2 miles above the bar the water is shallow, averaging about 2 feet. Above that point there is, in general, a depth of 10 feet, but this depth was reduced by three RIVER AND HARBOR IMPROVEMENTS. 468 shoals of a total length of about 3 miles with a depth of 2 feet. The stream can be navigated above these shoals for a distance of 20 miles by vessels of light draft. A channel 400 feet long, 35 to 40 feet wide, and 4 feet deep was cut through the shell reef at the entrance to Bastrop Bay by the U. S. dredge and snag boat Gen. S. M. Mansfield in 1906 at a cost of $269.42, this amount being subscribed by interested parties. During the past year the U. S. dredge Captain C. WTV.Howell dredged a channel 18,765 feet long, 40 feet wide, and 4 to 5 feet deep from the shell reef at the entrance to Bastrop Bay, across Bastrop Bay, and up the bayou to the 5-foot depth of water above the three shoals obstructing navigation. Amount expended on work of existing project to close of fiscal year ending June 30, 1908, $9,920.22. The maximum draft that can be carried June 30, 1908, at mean low tide is 3 feet from bay to dredge. Variation of water surface, 1 foot. No commercial statistics have been obtained. July 1, 1907, balance unexpended ---------------------------- $6, 464.86 Transferred to Clear Creek, Texas ------------------------------ 79.78 6,385.08 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 6, 385.08 (i) Chocolate Bayou.-Chocolate Bayou empties into Chocolate Bay, an arm of West Galveston Bay, about 12 miles north of San Luis Pass. At its mouth there is a bar with 3 feet of water on its crest. Above this bar the depth varies from 7 to 15 feet for 50 miles from its mouth. Amount expended on work of existing project to close of fiscal year ending June 30, 1908, $331.05. The maximum draft that can be carried June 30, 1908, at mean low tide over the shoalest part of the locality is 3 feet. Variation of water surface, 1 foot. It is proposed to excavate a channel across the bar from 5 feet in the bay to 5 feet in bayou, at an expense of $9,000. No statistics have been obtained. No work has yet been done on this project. Amount appropriated by river and harbor act approved March 2, 1907 $8, 999.45 Transferred to Clear Creek, Texas ----------- ----------------- 1, 500. 00 7, 499.45 June 30, 1908, amount expended during fiscal year for works of im- provement----------------------------------------------------- 330. 50 July 1, 1908, balance unexpended----------------------------------7,168.95 (j) Channel in West Galveston Bay.-See Inland waterway on the coast of Texas. (k) Galveston and Brazos River Canal.-See Inland waterway on the coast of Texas. (See Appendix U 8.) 9. Inland waterway on the coast of Texas.-The river and harbor act of March 2, 1907, appropriated $133,829, and authorized the Sec- retary of War to enter into contract for materials and work to the extent of $300,000, of which $55,000 is yet to be appropriated. 464 REPORT OF THE CHIEF OF ENGINEERS, U. S, ARMY. This project embraces the improvement of the following localities: West Galveston Bay and Brazos River Canal; channel from Aransas Pass to Pass Cavallo, including the Guadalupe River to Victoria; Turtle Cove channel from Aransas Pass to Corpus Christi, Tex. The object of the improvement is to obtain and maintain a navi- gable channel depth of 5 feet in a canal along the coast of Texas, utilizing the lago9ns lying between the islands and the mainland. The improvement will develop a light-draft inland navigation which will afford cheap transportation by light-draft steamers and barges to the coast country of Texas. More and large boats with auxiliary gas engines have been built to utilize the improvement. Most of the points to be reached are settlements which railways can not afford to develop, but the im- provements are of great importance to their commercial life. Amount expended under this appropriation to June 30, 1908, has been as follows: West Galveston Bay and Brazos River Canal------------------ $58, 337.48 Aransas Pass to Pass Cavallo -------------------------------- 8, 312. 37 Guadalupe River ------------------ ----------------------- 26, 901. 58 Turtle Cove channel ----------------------------------------- 339.12 Total--------------- ----------------------------- 93, 890.55 It is proposed to apply the balance available and amount estimated as a profitable expenditure in dredging, snagging, etc., in accordance with approved project. CONSOLIDATED. July 1, 1907, balance unexpended -- ------------------------ $132, 829.42 Amount appropriated by sundry civil act approved May 27, 1908- 245,000. 00 Taken up from channel in West Galveston Bay------------------ 81.90 Sales of contact prints and refundment ------------------------- 3.83 377, 915.15 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $72, 972.32 For maintenance of improvement --------------- 20, 000. 00 92, 972. 32 July 1, 1908, balance unexpended---- ------------------------ 284, 942. 83 July 1, 1908, outstanding liabilities---------------------------12, 474. 13 July 1, 1908, balance available---- ------------------------- 272, 468. 70 July 1, 1908, amount covered by uncompleted contracts ---------- 212, 041. 06 Amount (estimated) required for completion of existing project_ 75, 000.00 'Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908 --------------- a155, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (a) West Galveston Bay and Brazos River Canal.-These channels have been heretofore carried under another appropriation, viz, "West Galveston Bay Channel, Texas, and mouths of adjacent streams, etc." a Of this amount $55,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907. RIVER AND HARBOR IMPROVEMENTS. 465 West Galvegton Bay.-This is a body of water covering about 39 square miles and lies between Galveston Island and the mainland. It extends from Galveston Bay to the west end of Oyster Bay and is connected with the Gulf of Mexico by San Luis Pass at the western extremity of Galveston Island, and with the Brazos River by the Galveston and Brazos River Canal. The minimum depth of the bay was from 21 to 3 feet. The navigable channel is 281 miles long. The project adopted July 13, 1892, and modified in 1896, contem- plated a least depth of 5 feet, at an estimated cost of $28,998.80. The work done resulted in a channel 100 feet wide and 3 to 31 feet deep from Galveston Bay to the Galveston and Brazos River Canal. Beacons were also erected to define the channel. The channel sub- sequently shoaled to 18 inches in places. Amount expended on the work under previous project to close of the fiscal year ending June 30, 1907, was $35,059.69, of which $1,385.34 was for maintenance. Expenditures under previous project resulted in opening up a channel 3 feet deep at mean low tide and 35 feet wide. The maxi- mum draft that can be carried June 30, 1908, is 3 feet. For report of examination, see House Document No. 640, Fifty- ninth Congress, second session. From records kept by the Gulf, Colorado and Santa Fe Railway Company of vessels passing through the draw of its bridge across West Galveston Bay during the calendar year 1907, 4,957 vessels used the waters of West Gilveston Bay. Galvestion and Brazos River Canal.-This canal was originally dredged by the Galveston and Brazos Navigation Company. The original cut was 10 miles long (made in 1851-1853), 100 feet wide at bottom, and 6 feet deep. Steamboats from 145 to 175 feet long and from 28 to 30 feet wide used the canal, carrying from 550 to 1,200 bales of cotton. The United States purchased the canal in December, 1902, at a cost of $30,000. The canal when acquired by the United States was badly obstructed with snags, drift, and silt. The canal has been dredged for practically its entire length to a depth of 3 feet at mean low water and width of from 35 to 40 feet. The bank has been reenforced at various points by brush. The length of the canal, from west end of Oyster Bay to Brazos River, is 81 miles; ruling depth, 3 feet. Amount expended on the canal up to the close of the fiscal year ending June 30, 1907, $67,308.86, of which $30,000 was for purchase of canal and $3,203.97 applied to maintenance. The existing project, combining these two channels under one ap- propriation, was adopted by the river and harbor act of March 2, 1907 , and provides for a channel 40 feet wide and 5 feet deep, at an estimated cost of $151,529, and $20,000 annually for maintenance. The U. S., dredge Captain C. W. Howell has been engaged during the year in deepening channel to 5 feet, with 1 foot over depth, 40 feet wide on bottom for a distance of 33,500 feet. The project is about one-third completed. Amount expended on existing project to close of fiscal year ending June 30, 1908, $58,337.48, of which $20,000 was for maintenance of the improvement. 57101--ENG 1908-30 466 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. The total amount expended on the West Galveston Bay and Brazos River Canal project to June 30, 1908, is $160,706.03, of which $30,000 was for the purchase of the canal and $24,589.31 for maintenance. The maximum draft that can be carried June 30, 1908, at mean low tide over the shoalest part of the locality is 2J feet for a short distance. Variation of water surface is about 1 foot, except at time of Brazos River overflow and northers. No commercial statistics have been obtained. WEST GALVESTON BAY AND BRAZOS BIVER CANAL. July 1, 1907, balance unexpended --------------------------- $44, 156.55 Amount appropriated by sundry civil act approved May 27, 1908-- 92, 029. 00 Amount transferred from Aransas Pass to Pass Cavallo ---------- 14, 500.00 Sales of contact prints ----------------------------------------- 1. 48 150, 687.03 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $37, 494.03 For maintenance of improvement ---------------- 20, 000. 00 57,494.03 July 1, 1908, baJance unexpended ---------------------------- 93, 193. 00 July 1, 1908, outstanding liabilities --------------------------- 4, 4664.91 July 1, 1908, balance available ------------------------------- 88, 528.09 Amount (estimated) required for completion of existing project .. 20, 000.00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ---------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CHANNEL IN WEST GALVESTON BAY. July 1, 1907, balance unexpended ------------------------------- $81.90 June 30, 1908, amount expended during fiscal year for works of im- provement ------------------------------------------------ 81.90 (b) Channel from Aransas Pass to Pass Cavallo.-This channel was originally developed by the State of Texas and private parties and was the old United States mail route between Inianola and Corpus Christi. In 1875 vessels drawing not over 3 feet could navi- gate the channel. The project as adopted by act of March 2, 1907, contemplates a depth of 5 feet, 40 feet wide, from the entrance at Aransas Pass to Matagorda Bay, a distance of about 63 miles, at a cost of $65,850. A contract for dredging has been entered into and about one-fifth of the work has been completed. Amount expended on existing project to close of fiscal year ending June 30, 1908, $8,312.37. The maximum draft that can be carried at mean low tide over the shoalest part of the proposed route is 2 feet. Variation of water surface, about three-fourths of a foot. No commercial statistics have been received. Report of examination is printed in House Document No. 640, Fifty-ninth Congress, second session. * See consolidated money statement on page 464, RIVER AND HARBOR IMPROVEMENTS. 467 July 1, 1907, balance unexpended --------------- ------------ $39, 923.79 Amount transferred to West Galveston Bay and Brazos River Canal- 14, 500. 00 25, 423.79 Amount appropriated by sundry civil act approved May 27, 1908--_ 40,350.00 Sales of contact prints ------------------------------------------ . 95 65, 774.74 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------- 8, 236.16 July 1, 1908, balance unexpended ---------------------------- 57, 538.58 July 1, 1908, outstanding liabilities ---------------------------- 1, 339. 92 July 1, 1908, balance available ------------------------------ 56, 198.66 July 1, 1908, amount covered by uncompleted contracts ----------- 55, 646.06 mount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Guadalupe River.-Bay section.-This channel connects the mouth of the Guadalupe River with the channel from Aransas Pass to Pass Cavallo. For the first 8 miles there is 6 feet of water, shoal- ing to 4 feet at the twelfth mile, then through a flat with about 2 feet to the mouth of the river at the sixteenth mile. Variation of water surface about three-fourths of a foot. The project contemplates a navigable waterway 5 feet deep and 40 feet wide at a cost of $30,000. A contract has been entered into for the improvement of this sec- tion of the inland waterway, which the dredge will reach about October, 1908. River section to Victoria, Tex.-The Guadalupe River empties into San Antonio Bay 16 miles from the inland waterway on the coast of Texas. Its width varies from 90 feet at main entrance at mouth, increasing to 140 feet 52 miles above its mouth. The depth varies from less than 3 feet over shoals to 20 feet at bends. Thick overhanging trees, numerous snags, and sunken logs, together with rafts of recent formation, are found in the lower river. The river was formerly navigated to Victoria, 52 miles from its mouth, but owing to rafts navigation has been abandoned in recent years. The project contemplates the removal of rafts, snags, etc., and the dredging of shoals to 5 feet, at a cost of $62,700. A snag boat, rigged with a bucket for dredging, has been con- structed and work commenced toward the removal of rafts, snags, etc., and the dredging of shoals to 5-foot depth. Amount expended on existing project to close of fiscal year ending June 30, 1908, $26,901.58. From report received from P. R. Austin, 300 bales of cotton and 100,000 feet of lumber, together with a considerable quantity of other supplies and products, have been transported over the part of the river at present navigable. Report of examination is printed in House Document No. 336, Fifty-ninth Congress, second session. a See consolidated money statement on page 464. 468 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended_-------------------------------- $38, 790. 79 Amount appropriated by sundry civil act approved May 27, 1908 -- 21, 871.00 Refundment by civilian employee -------------------------------- 1. 00 60, 662. 79 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------- 26, 862. 82 July 1, 1908, balance unexpended --------------------------------- 33, 799.97 July 1, 1908, outstanding liabilities ------------------------ 6, 6409.61 July 1, 1908, balance available ---------------------------------- 27, 390.36 July 1, 1908, amount covered by uncompleted contracts ------------ 40, 895. 00 Amount (estimated) required for completion of existing project'- 32, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition _ to the balance unexpended July 1, 1908------------------------ (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (d) Turtle Cove channel between Aransas Pass and Corpus Christi.-This is a natural depression between Harbor and Mustang islands connecting at high tide the waters of Aransas and Corpus Christi bays. It is about 13,500 feet long and 2,000 feet wide, with approximate depth of 14 feet below mean low tide. Variation of water surface about 1 foot. The project contemplates a channel 8 feet deep at low tide and 75 feet wide at the bottom, at a cost of $123,750. A contract has been entered into for the dredging of the channel, and work will be started about July 10, 1908. Amount expended on existing project to close of fiscal year ending June 30, 1908, $339.12. For report of survey, see House Document No. 338, Fifty-ninth Congress, second session. July 1, 1907, balance unexpended -------------------------------- $9, 958. 29 Amount appropriated by sundry civil act approved May 27, 1908 -- 90, 750. 00 Sales of contact prints 40 ..-------------- 100, 708. 69 June 30, 1908, amount expended during fiscal year for works of im- provement------- -------------------------------------------- 297.41 July 1, 1908, balance unexpended ------------------------------- 100, 411.28 July 1, 1908, outstanding liabilities ------------------------------ 59. 69 ---------------------------------- July 1, 1908, balance available_ 100, 351.59 July 1, 1908, amount covered by uncompleted contracts------------ 115, 500.00 Amount (estimated) required for completion of existing project.... 23, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 (a) .-------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 9.) a See consolidated money statement on page 464. RIVER AND HARBOR TIMPROVEMENTS. 469 10. Operating and care of West Galveston Bay and Brazos River Canal, Texas.-A watchman was stationed at the canal during the year to operate the old drawbridge until the completion of the new one. The new drawbridge was completed in September, 1907, and turned over to the county of Brazoria, to be operated and maintained by them, as per agreement with the United States. A boom tender was then appointed to tend the boom at the entrance to the canal into the Brazos River. A statement contained in the report of the local engineer officer shows the items of expenditure, which amounted to $1,981.55. (See Appendix U 10.) 11. Mouth of Brazos River, Texas.-The mouth of the river was originally obstructed by a bar, the crest of which was about three- eighths of a mile from the shore line, and the channel across afforded a variable depth of water for navigation of not over 8 feet at times (in October, 1874, only 21 to 3 feet), being subject to changes due to winds, tides, and stages of water. SThe original project was adopted in 1880 for the improvement of the channel over the bar by the use of jetties. The work was sus- pended in 1889. The amount expended on original project prior to operations under existing project was $142,098.43. After suspension of work by the United States the improvement of the mouth of this river was undertaken by the Brazos River Chan- nel and Dock Company, which constructed two parallel jetties 560 feet apart. The northeast jetty was 4,708 feet long and the south- west 5,018 feet. In 1899 this company complied with the conditions of an act of Congress requiring a transfer to the United States of the jetties and auxiliary works; also a release of all rights and priv- ileges conferred upon said company by its charter or by the act of Congress approved August 9, 1888, to charge or collect tolls for the use and navigation of said river. From the transfer of the works until the adoption of the present project the United States spent $88,524.13. The Brazos River Channel and Dock Company's map shows that in March, 1889, there was a channel depth of 6 feet before the work began, and later, in March, 1896, there was 20 feet. The company measured their depth from a plane of " average flood tide," or mean high water, 1.3 feet above the United States standard of mean low water. The channel width is about 440 feet. The channel varies with storm conditions and frequency of river floods, the depth vary- ing from 12 to 20 feet. The existing project (act June 13, 1902) is to repair and strengthen the jetties, construct spur dikes and bank protection, and to dredge a channel. 18 feet deep and 150 feet wide. The estimated cost, $250,000, was increased by $175,000 after the hurricane of September 8, 1900. A contract was entered into and repairs to the jetties were com- pleted during the year. The project is complete except for the dredging necessary to obtain and maintain the channel. The amount expended on the work of existing project up to close of fiscal year ending June 30, 1908, is $218,200.58. 470 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the balance available to maintenance of the jetties. The latest information shows a minimum depth on the bar of 17 feet at mean low water. Mean range of tide, 1.77 feet. There was very little commerce using this improvement during the year. So far this improvement has had very little effect on freight rates. July 1, 1907, balance unexpended ---------------------------- $60, 283.53 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 42,848.01 July 1, 1908, balance unexpended ----------------------------- 17, 435.52 (See Appendix U 11.) 192. Aransas Pass, Texas.m-Aransas Pass is on the south coast of Texas, 175 miles southwest of Galveston and 125 miles north of the Rio Grande, and is the outlet of Aransas Bay to the Gulf of Mexico. The area of the bay is about 80 square miles. It is connected with Corpus Christi Bay on one side and with Mesquite, St. Charles, and Copano bays on the other. The depth over Aransas bar has varied greatly-from 9 feet in 1852, 9J feet in 1871, 7 feet in 1875, to 8k feet in 1887. For projects and work done by the United States Government and private corporations at Aransas Pass, see Annual Report of the Chief of Engineers for 1898, page 1527 et seq. Amount expended on original and modified Government project prior to operations under the Haupt project, $540,477.65, exclusive of $9,938.93 subscribed by the citizens of Rockport and Corpus Christi, Tex. Under the provisions of the river and harbor act of March 3, 1899, the Aransas Pass Harbor Company, under date of March 27, 1899, released and surrendered all rights and privileges theretofore granted to it in Aransas Pass Harbor by Congress; also the jetties constructed in said harbor. The river and harbor act of June 13, 1902, appropriated $250,000, and provided that the work at this harbor should be confined to the completion of the north jetty in accordance with the design and specifications of the Aransas Pass Harbor Company, and in continua- tion of the work theretofore carried out on said jetty by said com- pany, and to such additional work as may be necessary for strengthen- ing such jetty and for the removal of such part of the old Govern- ment jetty and any other hard material which may interfere with the formation of a channel by the natural action of the currents, and the act of March 3, 1905, provided for continuing the improvement, with the proviso that the amounts therein appropriated and author- ized should be applied to the completion of the project in accordance with the design and specifications of the Aransas Pass Harbor Com- pany, and in continuation of the work theretofore done, and to such additional work as might be necessary for strengthening the jetty. Work was completed in accordance with the above-mentioned speci- fications June 11, 1906, at a cost to the Government of $546,703.10. Since the completion of the Haupt jetty (so-called from the name of its inventor), in accordance with the above-mentioned specifica- RIVER AND HARBOR IMPROVEMENTS. 471 tions, the channel has become steadily worse, approaching dangerously near the jetty and showing a marked tendency to break through the interval between the north end of the jetty and the shore. The latest survey shows a minimum depth in the thalweg of 161 feet, but the thalweg is in places along the foot of the jetty. There is a navigable channel of only 6 feet deep and only 100 feet wide, the 6-foot contour having approached at one point to within 100 feet of the foot of the jetty. A secondary channel 600 feet wide and 6 feet deep has broken around the north end of the jetty. The 12-foot contour has ap- proached to within 75 feet of the foot of the jetty, and the 12-foot channel is consequently not navigable for anything of a size requiring that depth. Prior to the adoption by Congress of the plans of the Aransas Pass Harbor Company the last appropriation had been expended in accord- ance with the project prepared by Maj. O. H. Ernst, Corps of Engineers, in 1887 (printed on pp. 1313 to 1315 of the Annual Report of the Chief of Engineers for 1888). This project called for two parallel jetties and the revetment of Mustang Island. The existing project, adopted by the river and harbor act of March 2, 1907, provides for improvement in accordance with plans submitted by the Board of Engineers for Rivers and Harbors in its report of December 22, 1906, printed in River and Harbor Committee Docu- ment No. 5, Fifty-ninth Congress, second session. This project pro- vides, in the main, for a south jetty parallel to the general direction of the existing jetty and the extension shoreward of the Haupt jetty to connect with St. Josephs Island, and later the extension of both jetties. The estimated cost of the work, including $100,000 for a dredge, is $1,288,699.50. Continuing contracts to the amount of $290,000 were authorized by the act of March 2, 1907, for prosecuting the work, of which $90,000 is yet to be appropriated. A contract for the extension shoreward of the Haupt or north jetty and the construction of a south jetty, together with the necessary wharves, railway trestle, etc., for the prosecution of the work, has been entered into and the work was in progress at the close of the year. The aknount expended on the work of revised project p to the close of the fiscal year ending June 30, 1908, was $30,725.85. The usual range of tide is 1.1 feet across the bar. The work done is not believed to have had any effect on freight rates as yet. During the calendar year 1907 there was carried from and to the wharves of Corpus Christi, Tex., through Aransas Pass, Tex., 5,000,000 pounds of general merchandise and 580,000 feet (1,600,000 pounds) of lumber. The balance available and the appropriation recommended will be applied toward completion of the present contract, dredging if neces- sary and extending the jetties, in accordance with the approved project. 472 REPORT OF TIHE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended -------------------------- $203, 325. 21 Amount appropriated by sundry civil act approved May 27, 1908__ 200,000.00 Proceeds of sales of contact prints----------------- ----------- 3.40 403, 328.61 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 29, 980.16 July 1, 1908, balance unexpended_ ---------------------------- 373, 348.45 July 1, 1908, outstanding liabilities ---------------------------- 8, 547.30 July 1, 1908, balance available ------------------------------ 364, 801.15 July 1, 1908, amount covered by uncompleted contracts ---------- 436,495. 90 Amount (estimated) required for completion of existing project-- 888, 699. 50 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908_ .------------------------------- a 290, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix U 12.) 13. Harbor at Brazos Santiago, Tex.-The navigable depth over the bar before the improvement started was usually from 6 to 8 feet at mean low water. The project for the improvement of this harbor, adopted in 1881, contemplated the construction of two jetties extending out into the Gulf of Mexico about 1,500 feet apart, one, the south or Brazos Island jetty, to be 3,630 feet long, and the other, the north or Padre Island jetty, to be 2,940 feet long. Work was suspended on this improve- ment in October, 1884, and the subject of the new improvement was reported on by The Board of Engineers. The cost of an improve- ment, to censist of two parallel jetties placed about 1,100 feet apart, was estimated at $1,130,000. Adding previous expenditures of $188,- 590.23 to this estimate makes the revised cost of the improvement $1,318,590.23. Appropriations ceased in 1888 and no work has been performed on the entrance channel since that time. No permanent increased depth was obtained over the bar. During the fiscal year 1905 a channel 70 feet wide on the bottom, with a least depth of 10 feet, was excavated from deep water inside the bar in a straight line across the Laguna Madre to the railroad wharf at Isabel, Tex., a distance of 12,000 feet; also a turning basin 400 feet long by 300 feet wide and 10 feet deep. Prior to dredging this channel and turning basin there was a natural channel permitting boats drawing 51 to 6 feet to navigate across the Laguna Madre from the bar to the railroad wharf at Isabel, Tex., at high tide. With the channel and turning basin completed, light-draft steamers and sailing vessels that could get over the bar could proceed direct to the railroad wharf at Isabel, Tex., and unload, in place of being lightered off Brazos Island. This channel has shoaled in places to less than 6 feet at mean low tide. The tidal range is from 1 to 2 feet. The amount expended on this improvement to June 30, 1908, was $241,913.81. a Of this amount, $90,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907. RIVER AND HARBOR IMPROVEMENTS. 478 The latest information gives 84 feet as the minimum depth on bar. No commercial statistics have been obtained. July 1, 1907, balance unexpended ---------------- ------------ $5, 586.19 Proceeds of sales of condemned property --------------------------- .03 July 1, 1908, balance unexpended ---------- ------------------- 5,586.22 (See Appendix U 13.) 14. Construction of sea wall, embankment, and fill along the front of Fort Crockett Reservation, Galveston, Tex., and constructing sea wall from Thirty-ninth street to the west line of Forty-fifth street, in the city of Galveston.-The sundry civil act approved April 28, 1904, contained an item for the protection of the sea front of the Fort Crockett Reservation, and appropriated $591,046.25 for the purpose. By sundry civil act approved June 30, 1906, an additional amount of $158,953.75 was appropriated for completing the work. Construction of the sea wall and riprap embankment along the western boundary of the reservation was completed October 18, 1905. This work was carried out in accordance with report of Board of Engineers, dated December 19, 1902. See Appendix W 13, Report of Chief of Engineers, 1903. The work of filling and sodding the reservation and behind the sea wall between Thirty-ninth and Forty-fifth streets was continued and is about 90 per cent completed. A retaining wall, 95 per cent completed, is being built by contract, along the north and east sides of the reservation. On the completion of this wall the reservation will be surrounded by retaining walls. The amount expended on existing project to June 30, 1908, was $606,403.92. July 1, 1907, balance unexpended -------------------------- $283, 355. 99 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------ 189, 759.82 July 1, 1908, balance unexpended ---------------------------- 143, 596. 17 July 1, 1908, outstanding liabilities --------------------------- 32, 779.33 July 1, 1908, balance available --------------------------------- 110, 816. 84 July 1, 1908, amount covered by uncompleted contracts ---------- 76,329.99 (See Appendix U 14.) 15. Removing sunken vessels or craft obstructing or endangering navigation.-An old barge sunk off the entrance to Clear Creek and an oil barge sunk off Virginia Point were removed at a cost of $276.35. (See Appendix U 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and survey required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors and were transmitted to Congress and printed in documents as indi- cated: 1. Preliminaryexamination of channel from Palacios through Tres Palacios Bay to Matagorda Bay, Texas.-Report dated August 7, 474 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1907, is printed in House Document No. 448, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the United States. 2. Examinationwith plan and estimate of cost of Texas City chan- nel, Texas, with a view to obtaining a channel 200 feet wide and 26 feet deep.-Reports dated June 8, and September 7, 1907, respec- tively, are printed in House Document No. 402, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $40,000 is presented. The local officer was also charged with the duty of making pre- liminary examinations and surveys provided for in the river and harbor act of March 2, 1907, as follows, and reports thereon will be duly submitted when received: 1. Arroyo Colorado, from Harlingen to deep water at PointIsabel, Texas. 2. Pass Cavallo to Port O'Connor, Texas. 3. Colorado River, Texas. 4. Pass Cavallo to Port Lavaca, Tex. 5. Mouth of Brazos River, Texas. IMPROVEMENT OF RIVERS AND HARBORS IN THE DALLAS, TEXAS, DISTRICT. This district was in the charge of Capt. W. P. Wooten, Corps of Engineers. Division engineer, Col. E. H. Ruffner, Corps of Engineers.. 1. Johnsons Bayou, Louisiana.-[This work was in the charge of Maj. James F. McIndoe, Corps of Engineers, to April 1, 1908.] This stream empties into Sabine Lake, Texas. Preliminary survey made in 1897 showed a minimum depth of channel of 12 feet and only 2 feet over the bar at the mouth of the bayou. The project of April, 1899, provided for dredging a 6-foot chan- nel through the bar at the mouth of the bayou of 'such width as the appropriation ($2,500) would permit. This work was completed during December, 1899, and a channel 6 feet deep and 60 feet wide secured. No work has been carried on since 1899, none being considered necessary, and the unexpended balance of the appropriation, $238.65, was carried to the surplus fund in the Treasury on June 30, 1904. The total amount expended on the original project was $2,261.35. The river and harbor act of March 2, 1907, appropriated $2,500 for this improvement and an examination of the bar at the mouth of the bayou was made but the district officer reported that this stream is unworthy of further expenditure for either improvement or main- tenance by the United States, and nothing further has been done. The amount expended up to June 30, 1908, was $46, all of which was expended on the survey and examination. Report on examination of this stream will be found on page 1790, Annual Report of the Chief of Engineers for 1897. July 1, 1907, balance unexpended ------------------ ------------- $2, 500.00 June 30, 1908, amount expended during fiscal year----------------- 46.00 July 1, 1908, balance unexpended-------.--------------------.--2,.454.00 (See Appendix V 1.), RIVER AND HARBOR IMPROVEMENTS. 475 B. Mouths of Sabine and Neches rivers, Texas.-[This work was in the charge of Maj. James F. McIndoe, Corps of Engineers, to April 1, 1908.] Prior to improvement there was 3j feet of water over the bar at the mouth of the Sabine River, and 3 feet over the bar at the mouth of the Neches River. Dredging was carried on at the mouth of the Sabine River in 1880 and 1895, and a channel 60 feet wide and 7 feet deep secured. At the mouth of the Neches River dredging was carried on in 1880, 1889, and 1895, and a channel 50 feet wide and 5 feet in depth for a length of 8,000 feet was obtained. Funds were exhausted before deep water in Sabine Lake was reached. In 1897 the channel at the mouth of the Sabine River still afforded a depth of 7 feet, while the channel at the mouth of the Neches River had shoaled to 4 feet. The act of March 3, 1899, appropriated $10,000 for improving the mouths of these streams, the appropriation to include the expense of reexamination of the proposed channel through Sabine Lake by a Board of Engineer officers. The Board constituted in compliance with this act submitted, on August 11, 1899, a report on the proposed channel through Sabine Lake. The project approved July 14, 1899, provided for dredging from deep water in Neches River to deep water in Sabine Lake. Under this project an 8-foot channel 7,829 feet in length was dredged from the 7-foot contour in Sabine Lake. A part of the appropriation was expended in deepening the channel across the bar at the mouth of the Sabine River. The river and harbor act of March 3, 1905, adopted a project for dredging a channel 100 feet wide and 9 feet deep from the mouths of Sabine and Neches rivers to the mouth of Taylors Bayou, through Sabine Lake at or near its western shore, as outlined in a report printed in House Document No. 634, Fifty-eighth Congress, second session, at an estimated cost not to exceed $536,500, with the following provisions: " That the channel may, in the discretion of the Secretary of War, be constructed through the land near the lake for any part of said route " and " that the right of way is furnished without expense to the United States." Work under this project was begun March 1, 1906, and completed February 20, 1908, having been badly delayed on account of difficul- ties in securing the right of way. The river and harbor act of March 2, 1907, authorized the exten- sion of the channel at its southern end to a junction with the Port Arthur Canal and the widening of the canal in front of Port Arthur. Work on the extension was begun April 8, 1908, and was completed May 23, 1908. The amount expended to June 30, 1908, was $458,782, of which $9,925.29 was expended on original and modified projects prior to the operations under the existing project. 476 BEPORT OF THE CHIEF OF ENGINEERS, U. B. ARMY. Comparative statement of shipments and receipts. NECHES RIVER. Change in tonnage Tons. from previous year. Tons.__________ Increase. Decrease. Calendar year- 1902.................................................. 145,74... 145740............... 1903............................................................... 151,672 5,932 ......... 1904............................................................... 161,516 9,844 ........... 1905............................................................... 173,504 11,988 ........... 1906............................................................... 178,656 5,152 ........... 1907................................................................ 150,040 ........... 28,616 SABINE RIVER. Change in tonnage Tons.Tons. from previous year. Increase. Decrease. Year ending May 31- 1897............................................................... 245,364 ........... 25,893 1898................................................................ 275,506 30,142 ........... 1899. ...................... ... 270,642 ............ 4,864 Calendar year- 1899 .................................................. 407,372 137,730 ........... 1900.................................................. a32,148 ........... . 375,224 ....................................................... 459,909 1901......... 427,761 ............ ............................................. 413,174 ............ 46,735 1902................ 1903.................................................. ........ 325,761 ............ 87,413 1904................................................................ 292,184 ............33,577 1905................................................................ 198,210 ........... . 93,974 1906 ................................................................ 409,870 211,660 ........... 1907 ................................................................ 405,172............ 4,968 a Incomplete; full statistics could not be obtained. For reference to reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 406, and page 486 of this report. July 1, 1907, balance unexpended ------------------------------ $241, 764. 60 Amount received from sale of blueprints-----------------------1.00 241, 765.60 June 30, 1908, amount expended during fiscal year for works of improvement------------------------------------------------154, 044.00 July 1, 1908, balance unexpended-------------------------------- 87, 721.60 July 1, 1908, outstanding liabilities ------------------------------ 93. 97 July 1, 1908, balance available ---------------------------------- 87, 627. 63 (See Appendix V 2.) 3. Operating and care of Port Arthur Canal, Texas.-[This work was in the charge of Maj. James F. McIndoe, Corps of Engineers, to April 1, 1908.] This service is provided for by the permanent indefinite appropriation for operating and care of canals and other works of navigation, under the provisions of section 4 of the river and harbor act of July 5, 1884. Under the provisions of an act of Congress, approved June 29, 1906, there was conveyed to the United States, free of cost, the Port Arthur Canal, the lumber basin, and the turning basin, together with a strip of land along the canal. The deed of conveyance from the RIVER AND HARBOR IMPROVEMENTS. 477 Port Arthur Channel and Dock Company was accepted by the Secre- tary of War on December 13, 1906, from which date the canal became a public water of the United States. Cession of jurisdiction over the property was executed by the governor of the State of Texas on February 27, 1907. The Port Arthur Canal was built by a company interested in estab- lishing a port somewhat removed from the Gulf, and was dredged to a depth of 25 feet. A dredge which was operated in maintaining the canal for over three years has been purchased by the United States. A survey of the canal was completed May 10, 1907, and the fol- low table gives a summary of the condition of the canal upon its acceptance by the United States: ArWidth be- AvLrage Wtween Maximum Minimum Leng to dth. 20-foot con- depth. depth. width tours. Feet. Feet. Feet. Feet. Feet. Canal.................................... . 37,600 200 80 25.1 22.0 Turning basin........................... 1,800 625 530 27.1 23.7 Lumber basin............................ 1,200 160 100 26.2 23.1 The depths above given are referred to mean low Gulf level, and the usual variation of the tide is 1i feet. Operations during the year have consisted in dredging shoal places in the canal and turning basin. The amount expended to June 30, 1908, was $44,911.82, exclusive of outstanding liabilities, of which $30,571.35 was expended during the past year. (See Appendix V 3.) 4. Harbor at Sabine Pass, Tex.-[This work was in the charge of Maj. James F. McIndoe, Corps of Engineers, to April 1, 1908.] Prior to improvement there were depths of 18 and 17 feet, respec- tively, over the two bars in Sabine Pass, opposite the town of Sabine and opposite Fort Point. These bars were about 200 feet long. Throughout the other portions of the pass the least mean depth was 25 feet. Beyond the shore line at the entrance to the pass there existed a bar about 3 miles wide between the interior and exterior 18-foot bot- tom curves, over which there was not more than 6 feet of water at mean low tide. Channels 12 and 15 feet deep were dredged through this outer bar during 1878 and 1880, under the project of 1873, at a cost of $325,000, but they soon refilled. The project of 1882 provided for the construction of parallel jetties at the entrance of the pass, 1,800 feet apart and about 4 miles in length from shore line to deep water in the Gulf, and for dredging the channel between these jetties if necessary. This work was de- signed to provide a channel of practicable width and a depth of 25 feet at an estimated cost of $3,177,606.50. Construction of the jetties began in 1883, and under successive appropriations has been carried on since that date. The river and harbor act of 1896 authorized contracts for the com- pletion of the project, limiting the cost to $1,050,000. Under contract approved June 22, 1897, the east jetty was com- pleted for a length of 21,818 feet, riprap work only was completed 478 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for a length of 682 feet, and foundation only for 2,600 feet. The west jetty had a length of 15,560 feet, of which 1,490 feet was only riprap work and 4,950 feet was foundation only. About 3,000 feet of previ- ous work was capped. Dredging in the channel was carried on, under contract, in 1897, 1898, and 1899, the depth being increased to 25 feet and the width to 100 feet. The channel was again dredged in 1900 and 1901, with an allotment of $8,000 from the emergency appropriation of June 6, 1900. Under the act of March 3, 1899, $150,000 was appropriated for straightening, widening, and otherwise improving the harbor by the removal of oyster reefs and flats between the United States life-saving station and a point opposite the United States light-house. The work was completed April 18, 1903. Act of June 13, 1902, appropriated $25,000 for widening and straightening the main ship channel and increasing its depth from a point 1,000 feet north of the life-saving station to the entrance of the Port Arthur Canal in accordance with report published in the Annual Report of the Chief of Engineers for 1901, page 1915. This work was completed February 27, 1903, and the channel depth was in- creased to 25 feet at mean low water for an average width of 400 feet. The act of June 4, 1897, appropriated $100,000 for the construction of a dredge (the Sabine), which was completed January 14, 1901. Since this date the dredge has worked in the channel between the jetties sixty-five months and twenty-six days and removed a total of 2,852,110 cubic yards. The remainder of the time she was either absent undergoing repairs or was engaged in emergency work at South Pass, Mississippi River. The creation of the channel contemplated by the project has been completed. The existing project is for maintenance of a channel depth of 25 feet to be accomplished by dredging and the restoration of the jetties to a height of about 4 feet above mean low tide at an estimated cost of $1,016,573. The act of March 2, 1907, appropriated $160,000 for continuing im- provement and for maintenance and authorized contracts for ma- terials or work to the amount of $200,000, of which $10,000 is yet to be appropriated. During the year 62,901.53 tons of riprap stone has been placed under contract for raising the east jetty, completing repairs for a total distance of 6,800 feet. At favorable stages of the tide vessels have gone out during the year drawing 25 feet. The usual variation of the tide is 1 feet. By continued work the dredge Sabine is able to maintain only a very narrow channel of about 24 feet depth, and additional work is badly needed toward building up the low portions of the jetties to a height of about 4 feet above mean low tide, and additional dredging, under contract, should be provided for in order that the full benefits of the improvement may be obtained. The amount expended to June 30, 1908, was $3,931,814.74, of which $325,000 was expended on previous projects. Of the amount expended on the present project it is estimated that $262,839.56 has been applied to maintenance of improvement. The amount estimated as a profitable expenditure in fiscal year ending June 30, 1910, will be applied to the completion of the work RIVER AND HARBOR IMPROVEMENTS. 479 under the contract referred to above, and to continuing work on the jetties and dredging to maintain the channel. Comparative statement of shipments and receipts. Change in tonnage Tons. from previous year. Increase. Decrease. Year ending May 31- 1897.............................................................. 87,632 38,746 .......... 1898 .............................................................. 238, 400 150,768 ........... 1899 ............................................................... 826,982 88,582......... Calendar year- 1899................26,494 26,494488 .............................................. 1900.....................................................217,489........ 217,489 ..... 109,005 1901..................................................... 150,087 . 150,087......... .. 67,402 1902............................................................. 689,688 539,601 ........... 1903....................... ..................................... 1, 315,248 625,560 ........... 1904.............................................................. 1,792,371 477,123 ...... 1905............................................................ 1,779,954 ........... 12417 1906............................................................. 1,904,389 124,435 ... 1907............................................................ 1,848,159 ........... 5 W,20 Report on effect of the improvement on freight rates is in Appen- dix V 4. On page 407, Annual Report of Chief of Engineers for 1906, ref- erence is made to previous reports on examinations and surveys of Sabine Pass. July 1, 1907, balance unexpended -------------------------- $158, 834. 88 Amount received from sale of blue prints__ ------------------------ 4. 50 Amount appropriated by sundry civil act approved May 27, 1908-- 190, 000.00 348, 839. 38 June 30, 1908, amount expended during fiscal year: For works of improvement ----------------- $125,290. 53 For maintenance of improvement -------------- 28,926. 57 154, 217.10 July 1, 1908, balance unexpended ---------------------------- 194, 622. 28 July 1, 1908, outstanding liabilities ---------------------------- 1757. 1, 53 July 1, 1908, balance available ----------------------------- 192, 864. 75 July 1, 1908, amount covered by uncompleted contracts ---------- 135, 780. 36 Amount (estimated) required for completion of existing project- 636, 573.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addi- tion to the balance unexpended July 1, 1908 a 210, 000. 00 .---------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix V 4.) 5. Brazos River, Texas, from Old Washington to Waco.-Origi- nally this section of the river was ordinarily not navigable above Hidalgo Falls. From there to Waco the profile of the river is an alternating series of steep and gentle slopes, rendering it susceptible of effective improvement by a combination of locks and dams with open-channel work between. In the river and harbor act of March 3, 1905, an examination of this section was ordered and a provisional appropriation for its improvement was made. In the act of March 2, 1907, a further appropriation was made, in accordance with a project submitted in a a Of this amount $10,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907, 480 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. report published in House Document No. 705, Fifty-ninth Congress, first session. This project contemplates securing a navigable depth of 4 feet for four months and 31 feet for six months of the year by constructing eight locks and dams and 103 miles of open-channel work, at a total cost of $2,915,000. It is not clear to what extent the project outlined therein may be regarded as adopted by Congress in appropriating for the work, and in the money statement given below it is assumed that the Government is committed to the construction of only one lock and dam at an estimated cost of $300,000. The river and harbor act of March 2, 1907, authorized continuing contracts in the sum of $150,000, in addition to amounts already ap- propriated for the completion of the lock and dam at Hidalgo Falls, of which $50,000 is still to be appropriated. On June 30, 1908, $148,586.60 had been expended on this project in the construction of a lock and dam at Hidalgo Falls. As the work on this section has just begun, no results in the way of increased depths have yet been obtained, and no commerce has had an opportunity to develop. Taken in connection with the improvement of the lower section of the river, when its navigable capacity is fully developed it should have a very pronounced effect, not only on freight rates in the section which it traverses, but also on rates from more distant points, as the freights carried on roads traversing its valley are heavy and the rates high. The available balance will be applied to the continuance of the construction of Lock and Dam No. 1 at Hidalgo Falls. The addi- tional appropriation requested will be applied to completing this work. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1907, page 453. If it is the intention of Congress to continue the improvement by the construction of additional locks and dams money should be pro- vided for the necessary surveys to locate sites and for acquisition of land required for the additional locks and dams to be constructed under the adopted project in order to avoid delays incident to such work after appropriations for actual construction have been made. July 1, 1907, balance unexpended---------------------------------$62, 251. 31 Amount refunded account disallowance of voucher----------------- --. 96 Amount appropriated by sundry civil act approved May 27, 1908--...- 100, 000.00 162, 252.27 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------- 60, 837.91 July 1, 1908, balance unexpended ---------------------------- 101, 414.36 July 1, 1908, outstanding liabilities ---------------------------- 1, 080.68 July 1, 1908, balance available 333.68 1------------------------------0 Amount (estimated) required for completion of existing project _._ a 50, 000. 00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unex- pended July 1, 1908 ... .. . _.. ... __..... _... ___..._.._ a50, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix V 5.) a For lock and dam at Hidalgo Falls. RIVER AND HARBOR IMPROVEMENTS. 481 6. Brazos River, Texas, from'Velaeco to Old Washington.-This section of the river has a width of from 200 to 400 feet. It has good depth from the mouth to near the head of tide water above Columbia (mile 36). It is navigable for light-draft boats throughout its length for about eight months in the year. The original project for this improvement was adopted June 3, 1896, and contemplated the removal of snags and overhanging trees and dredging troublesome shoals between Velasco and Richmond only. The sum of $5,000 was expended on this project. In the river and harbor act of June 13, 1902, the improvement from Richmond to Old Washington was undertaken. In the act of March 3, 1905, this improvement was continued from Velasco to Old Wash- ington. The project on which these appropriations were based (see Report of the Chief of Engineers, 1901, p. 1974) contemplated the improvement of the river by open-channel work between the mouth and Old Washington, at a cost of $225,000. Amount expended on work of existing project up to June 30, 1908, was $195,673.22. Operations during the year consisted in construction of jetties for regulating the channel and in removal of obstructions by snagging. A depth of 4 feet for approximately eight months in the year has been obtained. Complete statistics as to commerce have not been obtainable, but the leading articles hauled are sugar, molasses, oil, wood, and pro- visions. The freight handled can not be a maximum, and a reduction in rates can not be effected until the section of the river between Old Washington and Waco is made navigable. It is proposed to apply the available balance to continuing and maintaining the improvement. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1907, page 454. July 1, 1907, balance unexpended ------------------------------- $72, 454. 52 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------ 18, 127. 74 July 1, 1908, balance unexpended ------------------------------- 54, 326. 78 July 1, 1908, outstanding liabilities ------------------------------- 674.10 July 1, 1908, balance available_--------------------------------- 53, 652. 68 (See Appendix V 6.) 7. Trinity River, Texas.-The river in its upper reaches is a narrow stream with a low-water depth insufficient for even light-draft navi- gation. Its banks are generally high and quite stable, making it particularly susceptible to improvement by canalization. The river and harbor act of June 13, 1902, adopted a project for the improvement of this stream in accordance with a report submitted in House Document No. 409, Fifty-sixth Congress, first session. (See Annual Report of the Chief of Engineers for 1900, p. 2348.) This project contemplated improvement to provide a 6-foot navigation from Dallas to the mouth, a distance of 511 miles, by open-channel work and a system of locks and dams. The original estimate of cost of this improvement was $4,550,000. The portion of this applicable to section 1 ($350,000) was afterwards raised to $918,000 in a report from a Board of Engineers appointed to 57101-ENG 1908--31 482 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. examine into the cost. (See Annuml Report of the Chief of Engi- neers for 1904, p. 2021.) The amount expended on this improvement up to June 30, 1908, was $310,518.58. Four locks and dams in section 1 have already been provided for by Congress. The money for Nos. 1, 2, and 6 has already been appro- priated, and funds have been appropriated and pledged for No. 4 and for a lock and dam at Hurricane shoals, which is in section 2, and is estimated to cost $160,000. An authorization of $210,000 for these locks is still to be appropriated. The expenditures made in cleaning the river have resulted in no increased depth, but the removal of snags and drifts has made the stream safer to navigate at medium and high stages. There is no navigation of account above Liberty other than the rafting of logs. Owing to the fact that the river is not yet navigable to Dallas, the only place at which it can come into active competition with the rail- roads, no effect on freight rates has been produced. Inasmuch as the leading trunk lines of this section are crossed by the river at Dallas, there can be no doubt that when the river is made navigable to this point it will result in a considerable reduction and an immense sav- ing, not only in local, but also in interstate freight rates in this section. It is proposed to apply the available balance and the additional appropriation asked for to the completion of locks and dams already authorized, and to further improvements in the prosecution of the existing project. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 431. If it be decided to prosecute this project further, provision should be made for the necessary surveys to locate sites and for acquisition of land required for the additional locks and dams to be constructed under the adopted project, in order to avoid delays incident to such work after appropriations for actual construction have been made. July 1, 1907, balance unexpended --------------------------- $486, 925.25 Sales of condemned property and blueprints 77.77 Amount appropriated by sundry civil act approved May 27, 1908_- 90, 000. 00 Refundment for overpayment -------------- ----------------- . 18 577, 003.20 June 30, 1908, amount expended during fiscal year: For works of improvement ------ $63, 751.09 For maintenance of improvement ---------------- 24, 374.47 - 88, 125. 56 July 1, 1908, balance unexpended ---------------------------- 488, 877.64 July 1, 1908, outstanding liabilities ---------------------------- 2, 154.12 July 1, 1908, balance available ------------------------------ 486, 723.52 July 1, 1908, amount covered by uncompleted contracts ----------- 467, 090. 78 Amount (estimated) required for completion of existing project___ a210, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------- a125,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix V 7.) a Applies only to such work as Congress has specifically authorized under the continuing-contract system, RIVER AND HARBOR IMPROVEMENTS. 483 8. Cypress Bayou, Texas and Louisiana.-During the period of the great raft in Red River the bottom lands of Cypress Bayou were flooded-became lakes-and afforded a navigable route from Red River near Shreveport, La., to Jefferson, Tex., 65 miles. Work by the United States for the improvement of this route commenced in 1872, and from 1872 to 1879, $94,000 was appropriated for the pur- pose. The funds were expended for dredging and straightening the channel, removing stumps, snags, and logs, and cutting leaning timber. This work was completed in 1880, but on account of its tem- porary nature appropriations and allotments aggregating $39,701.33 were made for maintenance. The removal of the raft and the subsequent closure of outlets and construction of levees down the right bank of Red River from the hills in Arkansas to near Shreveport, La., cut off the water sup- ply of the lakes, which, in conjunction with the quicker drainage re- sulting from the lowering of the bed of Red River, gradually caused them to dry up. In consequence the period of navigation shortened from year to year until 1897, when boats from Red River ceased ply- ing altogether. The existing project is practically for maintenance by cleaning and clearing the bayou and lakes between Jefferson, Tex., and Moorings- port, La., of snags and other recurring obstructions. The amount expended to June 30, 1908, was $139,452.29 for im- provement and maintenance and $12,613.05 for surveys. The work of maintenance so merges into the work of improvement that it is difficult to state just what portion of the expenditures was for main- tenance and what for improvement. The water supply of the drainage basin of the lakes has been re- duced so greatly and the channel of Red River above Shreveport has lowered so much that steamboats now can cross Albany flats, at foot of the lake, only at rare intervals during exceptionally high stages of Red River or after heavy rains in the drainage basin of the lakes. The work of removing obstructions now in progress has rendered navigation safer between Jefferson and Mooringsport and has con- sequently caused some increase in the quantity of such local naviga- tion. This navigation by giving access to a competing railroad has resulted in keeping freight rates somewhat below those existing in neighboring sections. It is proposed to apply the available balance to removing obstruc- tions from the channel and marking channel through the lakes. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 432. During the year an examination was made of " Caddo Lake with a view to determining advisability of constructing a dam at the foot of said lake on the waterway connecting Jefferson, Tex., with Shreveport, La." The report of this examination was published in House Document No. 220, Sixtieth Congress, first session. 484 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended -------------------- -------- $8, 397. 67 Refundment for overpayment ----------------------------------- 2.03 8, 399. 70 June 30, 1908, amount expended during fiscal year for works of im- provement ---------------------------------------------- 4, 761.68 July 1, 1908, balance unexpended- 3, 638.02 July 1, 1908, outstanding liabilities.... 140. 54 July 1, 1908, balance available -------------------------------- 3, 497.48 (See Appendix V 8.) 9. Red River between Fulton, Ark., and Denison, Tex.-This part of the river was originally navigable for small boats during high stages only. The river at low water is a stream from 100 to 200 feet wide in the bends, winding in a shifting channel between banks which are frequently several hundred yards apart. The low-water depth varies from 1.5 to about 4 feet. The banks are covered with trees constantly caving into the river and forming snags and drifts. The original appropriation for work above Fulton was made August 5, 1886. The project contemplated improving only high and medium stage navigation by removing snags and drift. Previous to the existing project no work was provided for above the mouth of the Kiamichi River. The amount expended under previous projects is $33,500. The river and harbor act of March 3, 1905, entered upon a project for the improvement of the river between Fulton, Ark., and Denison, Tex. The project contemplates the removal of drift and snags, clearing the banks of timber in .danger of caving into the river, and closing chutes and cut-offs where necessary. No estimate of cost has been made. At the close of the fiscal year $129,151.70 had been expended on this project. During the year the construction of a snag boat, the Culberson, has been completed and operations have consisted in the removal of obstructions and a survey of the river to the mouth of the Washita. The work done under this project has not brought out any material increase of depth or width, but has resulted in the removal of a num- ber of snags and other obstructions, and has rendered navigation less dangerous. At mean low water the river is not navigable in its shoalest parts by boats drawing more than 1.5 feet. The usual varia- tion between high and low water is about 30 feet. During medium and high stages this section of the river is navigable throughout its whole length of 292 miles. Beyond the rafting of logs and timber there has been no commerce of any value on this section of the river. When this section of Red River is opened to regular navigation a very material reduction in both local and through freight rates to points in north Texas and Oklahoma must necessarily result. To secure a stable improvement will require a continuance of work for a number of years. The available balance will be applied to con- tinuing the work now under way of removing obstructions and bank clearing. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 433. RIVER AND HARBOR IMPROVEMENTS. 485 July 1, 1907, balance unexpended ----------------------------- $132, 443.91 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $56, 193.60 For survey-- 5,'402. 01 --- 61, 595. 61 July 1, 1908, balance unexpended ------------------------------- 70, 848. 30 July 1, 1908, outstanding liabilities ------------------------------ 2, 2466.67 July 1, 1908, balance available ---------------------------------- 68, 381.63 July 1, 1908, amount covered by uncompleted contracts ----------- 2, 184.00 (See Appendix V 9.) 10. Sulphur River, Texas and Arkansas.-Sulphur River for about 150 miles from its mouth is from 150 to 200 feet wide, with navigable depths, except for a few shoals. The banks are as a rule firm and stable. The stream is, however, badly obstructed by snags and sunken logs. In 1896 and 1897 the sum of $2,488.99 was expended on snagging operations. The existing project was adopted by the river and harbor act of March 2, 1907, and contemplates improvement of 150 miles of the river above the Red River by dredging and operation of a snag boat, at an estimated cost of $36,000, assuming that a United States boat is available. Operations during the year consisted in removal of snags and other obstructions. At the close of the fiscal year $8,139.16 had been expended on this project. Owing to the poor navigable condition of the stream at present no commerce of any account has developed. As the stream drains a very rich section of the country it is expected that it will be exten- sively used when improved, and that some reduction in freight rates will result. It is proposed to expend the available balance in clearing the river of obstructions and dredging where necessary. For reference to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1907, page 457. July 1, 1907, balance unexpended_------------------------------ $36, 000. 00 June 30, 1908, amount expended during fiscal year for works of im- provement --------------------------------------------------- 8, 139. 16 July 1, 1908, balance unexpended -------------------------------- 27, 860. 84 July 1, 1908, outstanding liabilities- ___180. 10 July 1, 1908, balance available ---------------------------------- 27, 680. 74 (See Appendix V 10.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 486 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. Preliminary examination with plan and estimate of cost of im- provement of Caddo Lake, with a view to constructing a dam at the foot of said lake on the waterway connecting Jefferson, Tex., with Shreveport, La.-Reports dated July 27 and November 2, 1907, re- spectively, are printed in House Document No. 220, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $100,000 is presented. 2. Preliminary examination of Sabine River from its mouth to Logansport,La., and Belzora, Tex.-Report dated December 11, 1907, is printed in House Document No. 490, Sixtieth Congress, first ses- sion. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination with plan and estimate of cost of im- provement of Neches River, Texas.-Reports dated December 6, 1907, and February 7, 1908, are printed in House Document No. 870, Sixtieth Congress, first session. A plan for improvement at an esti- mated cost of $15,000 is presented. Pursuant to a requirement in section one of the river and harbor act of March 2, 1907, a Board of Engineers has been appointed to ex- amine that portion of the Red River which lies between Fulton, Ark., and mouth of Washita River, Indian Territory. The Board's report will be duly submitted. IMPROVEMENT OF RIVERS AND HARBORS IN THE VICKSBURG, MISSISSIPPI, DISTRICT. This district was in the charge of Capt. G. M. Hoffman, Corps of Engineers, to December 15, 1907, and in the charge of Capt. Clarke S. Smith, Corps of Engineers, since that date. Division engineer, Col. E. H. Ruffner, Corps of Engineers, to March 16, 1908, and Col. W. H. Bixby, Corps of Engineers, since that date. 1. Red River, below Fulton, Ark.-This improvement was under- taken by the United States in 1828, and between 1828 and 1841 more than $425,000 was appropriated for removal of the great Red River raft. When work commenced the raft was 92 miles long, extending from Loggy Bayou, 65 miles below Shreveport, La., to Hurricane Bluffs, 27 miles above. A channel was opened through this obstruc- tion, but, owing to failure of appropriations between 1841 and 1852, additional raft formed. In 1852 $100,000 was appropriated, and in 1857 the agent in charge reported the route opened but not completed, with recommendation for appropriations of $50,000 a year for com- pletion and maintenance. The total amount expended from 1828 to 1857 was $532,219.90. Nothing further was done for fifteen years, and in that long interval the results of much of the former work were lost. When work was resumed, in 1872, the river above Shreveport, La., was closed by a raft 32 miles long, which was growing constantly. Below Shreveport the enlargement of an outlet through Tones Bayou was depleting the main channel and threatening its closure to naviga- tion. At Alexandria, La., the falls were impassable at low stages. Navigation was difficult and dangerous at all places and at all times. The channel shifted frequently, and at flood the river overflowed the entire raft region. Both above and below Shreveport the bed of the RIVER AND HARBOR IMPROVEMENTS. 487 river was a mass of sunken logs and stumps. The banks were heavily timbered and each flood caused them to cave or slide. The project entdred upon in 1872 contemplated opening navigation through the raft and closing Tones Bayou outlet. Under the river and harbor act of 1878 the removal of wrecks, snags, and other obstructions below Shreveport was commenced, and the act of 1879 authorized the same kind of work above the raft to Fulton, Ark. Work was carried on under three distinct appropriations until 1882, when it was combined in a general appropriation for continuing the improvement from Fulton, Ark., to the Atchafalaya River, Louisi- ana, with a provision for work at Alexandria, La. The river and harbor acts of 1884 and 1890 contained provisions for closing Sale and Murphy outlet, Louisiana; the acts of 1888, 1892, and 1894 author- ized expenditures for improvement of Cypress Bayou, Bayou Dor- cheat, and Sulphur River, tributaries of Red River; the act of 1902 provided for improvement of the channel at Shreveport, La., and the act of 1905 contained a provision for further improvement of the channel at Alexandria, La. The existing project, adopted by Congress in the river and harbor act of July 13, 1892, contemplates the systematic clearing of the banks to remove the source of drift and snags; continuing snagging operations and the removal of jams and raft; dredging tow-heads and shoals; constructing a substantial system of levees to fix the course of the river, either alone or by cooperating with riparian States; the closure of all outlets that deplete the river; the fixing of caving banks to confine the river to the selected channel, and the pre- vention of injuries to regimen by new cut-offs or outlets. The nature of the improvement requires that it be continued for many years, and no estimate for completion is given on this account. The amount expended from 1872 to the close of the fiscal year end- ing June 30, 1908, including $5,416.97 derived from sales and $43.11 from refundments of overpayments, was $1,758,266.48, with the fol- lowing chief results: The channel cleared through the great raft in 1.872-73 opened to navigation 188 miles of river above Shreveport to Fulton. Subsequent work secured the complete removal of the raft, prevented formations of the same nature, increased the width of the river 100 feet or more, and there now flows in the course laid out for it in the old raft region a broad and deep river, safe for navigation at all but the lowest stages. Sixteen years ago the survey showed that the low-water line at head of the raft had lowered more than 15 feet since 1872, and that this change continued downstream through the raft region and gradually diminished to about 3 feet at Shreveport. The continual progressive scour is attaining a normal slope in that stretch. Incidentally the removal of the raft drained the fertile valley and reclaimed thousands of acres of productive lands. Tones Bayou outlet is closed by a heavy earthen dam, connected with the line of levee above and below it, and the main channel, for a time called " Little River," has widened and scoured until navigation of the stretch is uninterrupted at low stages. All of the chief outlets along the right bank above Tones Bayou to the Arkansas-Louisiana line, 89 miles, have been closed with dams by cooperation with the State of Louisiana and local levee districts. Work at Alexandria Falls rendered them navigable at all stages. The channel was deep- ened from 2 to 5 feet at the lower falls and to 6 feet at the upper 488 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. falls, lengthening the period of navigation about two months. Per- sistent snagging operations, repeated from year to year, have kept the river open and enabled steamboats to make regnlar trips, the river from the Atchafalaya to Fulton ordinarily being open for boats of 3-foot draft at stages about a foot above zero of the Shreveport gauge. The maximum draft that can be carried at mean low water is 3 feet to Montgomery, La., 162.5 miles above the Atchafalaya; 21 feet to Shreveport, 320.5 miles, and 2 feet to Fulton, Ark., 508.6 miles. The range between low and high water at the several gauge stations is as follows: Fulton, Ark., 35.65 feet; Shreveport, La., 41.2 feet; Alex- andria, La., 41.95 feet, and Barbre Landing, Louisiana (head of Atchafalaya River), 52.72 feet. At present steamboats seldom run above Fulton, Ark., but at high stages the river is navigable in fact to Denison, Tex., 292 miles above Fulton and 800 miles above the Atchafalaya River. During the fiscal year ending June 30, 1908, snagging operations, etc., for maintenance of the improvement extended over the river between the head of the Atchafalaya River, Louisiana, and Fulton, Ark., and in the autumn of 1907 the upper and lower dikes at Alex- andria, La., were repaired and strengthened, and their full effect appears to have been reestablished. To maintain what has been accomplished and to gradually secure a more stable improvement will require a continuance of work for many'years. The estimated cost is $75,000 a year, or biennial appro- priations of $150,000, exclusive of extraordinary demands for new plant that will arise from time to time. The available funds will be applied to continuing the improvement and to maintenance. Notwithstanding the facilities for quick transportation afforded by railways, the commerce of Red River consists of large shipments of cotton, cotton seed and its products, lumber, staves, timber, etc., with heavy return freights of general merchandise and plantation supplies. The commerce and navigation reported for eighteen years show great variations, due to the changing crop conditions, occasional periods of extraordinary low water during the busy season, and other causes, ranging in quantity from 66,376 to 279,946 tons per annum, with estimated values of from $1,506,500 to $9,185,000. The average for the eighteen years is 123,244 tons, valued at $4,359,900. To this should be added the commerce from Ouachita River, entering Red River at the mouth of Black River, the average of which is 178,070 tons, valued at $6,229,560, making a total of 301,314 tons, valued at $10,589,460. The project has effected a reduction of freight rates on all com- modities. For more extended information respecting the work performed, reference is invited to the report and illustrations at page 1909 of the Report of the Chief of Engineers for 1893, and to the subsequent reports of the district officers. Maps of Tones Bayou, Bayou Pierre, etc., were published in the reports of 1882, page 1542, and 1885, page 1490. An index sketch of the basin of Red River and diagrams showing the limits of high and low water were published in the report of 1891, page 19561 and the report of 1892, page 1587. Maps of the river at Shreveport were published in the reports of 1887, RIVER AND HARBOR IMPROVEMENTS. - 489 page 2682, and 1893, page 1921. Map of the river at Alexandria was printed in House Document No. 462, Fifty-sixth Congress, first session. References were given in the Annual Report of 1904 to reports of examinations and surveys, with page numbers at which they may be found. (See Report of the Chief of Engineers, 1904, pp. 385 and 386.) The estimated amount that can be profitably expended in the fiscal year ending June 30, 1910, in addition to the balance unex- pended July 1, 1908, will be applied to the operation of snag boats and further work on the existing approved project. This additional work is for maintenance and the extension of benefits. July 1, 1907, balance unexpended $244, 978.48 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 47, 784. 88 July 1, 1908, balance unexpended ------------------------------ 197, 193.60 July 1, 1908, outstanding liabilities----------------------------- 4, 368.88 July 1, 1908, balance available --------------------------------- 192, 824. 72 Ampount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908-------------- 75, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix W 1.) 9?. Ouachita and Black rivers, Arkansas and Louisiana.-The im- provement of Ouachita River by the United States commenced in 1871. At that time navigation was much obstructed at all stages by snags, sunken logs, wrecks, leaning and caving trees, etc., and the greater part of the river was unnavigable at low water on account of numerous rock, gravel, and sand bars. The project of 1871 contemplated temporary improvement from Trinity, La., to Arkadelphia, Ark., by removal of snags, etc., and by dredging the worst bars. In 1872 a project was adopted for locks and dams to give 4 feet depth from Trinity, La., to Camden, Ark., but was abandoned two years later. The project finder which work continued after 1874 contemplated the removal of snags, logs, wrecks, leaning timber, etc., obstructing navigation below Camden, Ark. The 56 miles known as Black River, below Trinity to Red River, Louisiana, was added to the project in 1884. The amount expended on the original and modified projects prior to operations under the existing project was $605,947.19, including $145 derived from refund- ments of overpayments. The existing project, besides a continuation of snagging work, con- templates the construction of nine locks and movable dams to afford a navigable depth of 6- feet from the mouth of Black River, Louisi- ana, upstream to a point 10 miles above Camden, Ark. (360 miles). T'he original estimate of cost, $1,998,576, was increased to $2,109,980 by river and harbor acts of March 3, 1905, and March 2, 1907. The project was adopted in part by a provision in the river and harbor acts of June 13, 1902, and March 3, 1905, authorizing continuing con- tracts (of which $40,312 yet remains to be appropriated) for building Lock and Dam No. 4, near Monroe, La., and Lock and Dam No. 6, near Roland Raft, Ark., completing the survey for locks and dams, 490 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and maintenance of prior work. The river and harbor act of March 2, 1907, authorized continuing contracts in the sum of $360,823, of which $135,823 is yet to be appropriated for the construction of Lock and Dam No. 2, near Catahoula shoals, Louisiana, and Lock and Dam No. 8, near Franklin shoals, Arkansas. The amount expended under the existing project to June 30, 1908, was $315,259.66 (including $1,572.61 derived from sales and 35 cents from overpayments). Of this amount $11,786.73 has been applied to completion of survey and $87,215.05 to maintenance. A contract for building Locks and Dams Nos. 4 and 6, let Septem- ber 7, 1904, provided for their completion by December 31, 1906, but this time limit has been waived. Work commenced October 28, 1904, but abnormally high river stages limited the time of actual construc- tion to two hundred and ten working days during the fiscal years 1905, 1906, 1907, and 1908. Previous gauge records for fourteen years, from July, 1890, to July, 1904, showed the yearly average working stage (below 10 feet on the Monroe gauge) to be one hundred and forty-one working days. On June 30, 1908, the condition of the work was as follows: On the basis of work done, Lock and Dam No. 4 about 20 per cent completed, Lock and Dam No. 6 about 8 per cent completed. On the basis of work done and material delivered, Lock and Dam No. 4 is about 31 per cent completed, and Lock and Dam No. 6 about 11 per cent completed. On account of insecure foundations below Harrisonburg, La., a change of the site of Lock and Dam No. 2 to a location about one- fourth mile above Harrisonburg was authorized November 9, 1907. Bids for construction are to be opened July 13, 1908. This new loca- tion will eliminate Lock and Dam No. 1 from the project. Proposals for building Lock and Dam No. 8 were invited by news- paper advertisement for two months, but only one bid was received, which was rejected as excessive, and the execution of work by hired labor and purchase of materials has been authorized. Preparations have been made for prosecuting the work to the fullest extent possi- ble during the low-water season. During the fiscal year ending June 30, 1908, snagging work for maintenance extended from the mouth of Saline River, Arkansas, to Jonesville, La., with greatly beneficial results. The new steel snag boat Jos. E. RansdellU, built under contract, was completed and deliv- ered at Vicksburg, Miss., May 30, 1908. While a large saving in the cost of the improvement of the river by the proposed system of locks and dams has been effected by the elimination of Lock and Dam No. 1 from the project, it is estimated that the cost of Locks and Dams Nos. 2 and 8 will exceed the original estimates on account of the more extensive structure required for Lock and Dam No. 2 due to the change in location, the additions to the original design thought necessary, the necessary purchase of plant for the construction of Lock and Dam No. 8 by hired labor, and the increased cost of superintendence, owing to the longer time re- quired. for construction than originally estimated, etc. The amount estimated as required to complete the existing project has therefore been increased $294,000 to cover the cost of these two locks and dams, and this amount is included in the estimate for the fiscal year 1910. Should the contractors for locks and dams Nos. 4 and 6 fail to carry out their present contract and the work be relet, or be carried on by hired labor, additional funds for these works may also be necessary. RIVER AND HARBOR IMPROVEMENTS. 491 The short working season on Ouachita River, the alluvial nature of the river bottom, which requires the use of piling for foundations in lock and dam structures, the necessity of obtaining detailed in- formation as to the character of the underlying material, and the desirability of making tests, plans, and local surveys render it ad- visable to have funds available for expenditure in preliminary work at lock and dam sites proposed in the general project for improve- ment other than those for which funds have been provided. Such a provision would expedite the work when funds for construction are provided and would permit of an economical arrangement for labor and plant. It is recommended that $8,000 be provided for these purposes. Besides the slack-water improvement the work heretofore done has consisted chiefly of the removal of snags, logs, wrecks, leaning tim- ber, tree slides, etc., for the purpose of maintaining navigation and the improvement of Catahoula shoals, a rock and gravel bar about 20 miles above Trinity, La., where the available depth at low water was increased from 15 to 40 inches. At moderately high stages, or for six to seven months of the year, New Orleans steamboats ascend the river to Camden, Ark.; at medium stages they run to Monroe, La., but during the periods of low water Harrisonburg, La., 72 miles above Red River, is considered the head of navigation, though small local packets make trips between points on the river above. The maximum draft that can be carried at mean low water is 3- feet to Harrisonburg, La.; 11 feet to Monroe La., and 8 inches to Camden, Ark. The range between high and low water at the several gauge stations on Ouachita River is as follows: Camden, Ark., 44.2 feet; Monroe, La., 48.6 feet; Riverton, La., 51.3 feet, and Jonesville, La., 54.1 feet. Camden, Ark., is considered the head of navigation, but at high stages the river is navigable in fact to Arkadelphia, Ark. The commerce of Ouachita River and its tributaries is considerable and consists of shipments of cotton, cotton seed, lumber, staves, saw logs, and miscellaneous articles, with return freights of general mer- chandise and plantation supplies. Most of the cotton is shipped to New Orleans, and large quantities of staves for export are sent to that city. The volume of commerce, as reported for eighteen years, ranges between 73,679 and 313,863 tons per annum, with values estimated at $3,243,200 to $10,234,250. The average is 178,070 tons, valued at $6,229,560. The variations are due to crop yields, the uncertainty of navigation, droughts, and other causes, and the im- provement by locks and dams is for an extension of benefits by afford- ing navigation to Camden the year round. The project has effected a reduction of railroad rates from New Orleans to Monroe, La., and points below to meet the steamboat rates. The territory above Monroe was opened to railroad traffic a few years ago, but the lines as yet have not met the water rates. During periods of navigation the rate on cotton from Monroe to New Orleans is $1.25 per bale, but when navigation is suspended this rate is advanced to $1.75 per bale. Railroad rates from Monroe, La., to inland towns, as a rule, are greatly in excess of those to points where there is water competition. - For more extended information respecting this improvement, refer- ence is invited to the Report of 1895 (p. 1887) and to subsequent reports of the district officers. 492 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. An index to reports of examinations and surveys was published in the Report of the Chief of Engineers, 1904, page 389. The estimated amount that can be profitably expended in the fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908, will be applied to continuing construction of locks and dams; to removing obstructions, including snags, overhanging trees, drift, etc., and to maintaining and operating snag and dredge boats. This additional work is necessary to make the improvement available and for maintenance and the extension of benefits. July 1, 1907, balance unexpended ------------------------------ $599, 724. 87 Amount received from sales of property _-- 28. 40 Amount appropriated by sundry civil act approved May 27, 1908-- 225, 000.00 824, 753.27 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $137, 672.82 For constructing snag boat --------------------- 9, 673.23 For maintenance of improvement ... 12, 883.41 For survey ------------------------------------- 278. 70 160, 508.16 July 1, 1908, balance unexpended ------------------------------ 664, 245. 11 July 1, 1908, outstanding liabilities ------------------------------ 31, 860. 60 July 1, 1908, balance available---------------------------------- 632, 384. 51 July 1, 1908, amount covered by uncompleted contracts ----------- 372, 026.43 Amount (estimated) required for completion of existing project-_ a 470, 135. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908------------- b 510, 135. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix W 2.) 3. Bayou Bartholomew, Boeuf River, Tensas River and Bayou MVon, and Bayous D'Arbonne and Corney, Louisiana and Arkan- sas.--These streams are tributaries of Ouachita River and are not navigable at low stages. The works were consolidated by the river and harbor act of June 13, 1902. The improvements are all of the same character, i. e., the removal of snags, wrecks, leaning timber, etc., to lessen the danger and lengthen the period of navigation. Drift, sliding and caving banks, and the rapid growth of vegetation constantly add obstructions. (a) Bayou Bartholomew, Louisiana and Arkansas.-Before im- provement this stream was navigable for light boats about three months of the year. In 1880 an examination showed that passage- way for steamboats was much obstructed. The project adopted March 3, 1881, contemplated removing ob- structions between the mouth and Baxter, Ark., 182 miles. The amount expended to June 30, 1908, was $64,979.51. The project practically was completed in 1897 to McComb Landing, Ark., a The estimate for completion refers only to that part of the project author- ized by Congress for construction of Locks and Damns Nos. 2, 4, 6, and 8, at a cost of $1,289,869. b Of this amount, $40,312 is for continuing-contract work authorized by the river and harbor act of March 3, 1905, and $135,S23 for work authorized by the act of March 2, 1907; $294,000 for completing locks and dams Nos. 2 and 8, already authorized; and $40,000 for work of maintenance. RIVER AND HARBOR IMPROVEMENTS. 493 the present head of navigation, 141 miles, at a cost of $45,873.53. This work resulted in safer navigation, increased the period to about six months of the year, enabled boats to make trips in half the time formerly required, and reduced freight rates about 50 per cent. There being no demand for navigation above McComb Landing, subsequent expenditures were for maintenance, and $19,105.98 has been applied to that purpose. Operations for maintenance during the fiscal year ending June 30, 1908, extended from McComb Landing to the mouth and put the stream in fair navigable condition. The commerce consists of shipments of cotton, cotton seed, staves, saw logs, etc., with return freights of general merchandise and plan- tation supplies. Much of the trade has been diverted to railroads, as the stages of the bayou frequently are not coincident with the needs of transportation. The commerce for eighteen years ranges between a maximum of 49,299 tons in 1891 and a minimum of 1,502 tons in 1907, the average being 12,500 tons, valued at $317,900. The available funds will be applied to maintenance. The estimated amount that can be profitably expended in the fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908, will be applied to removal of obstructions, including snags, overhanging trees, drift, etc. This additional work is for maintenance and extension of benefits. July 1, 1907, balance unexpended --- ------- $5, 412. 56 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 3, 392. 07 July 1, 1908, balance unexpended ------------------------------ 2, 020. 49 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908---------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Boeuf River, Louisiana.-Before improvement this river was navigable to Point Jefferson, 151 miles, but passage was difficult and dangerous on account of overhanging timber and snags and logs in the channel. The project adopted March 3, 1881, contemplated removing these obstructions to afford safe navigation at high stages to Wallace Landing, La., about 170 miles above the mouth. Under the river and harbor act of 1886 a supplemental project was entered upon for the closure of three outlets near Point Jefferson to confine the flow to the main channel. The total expenditure to June 30, 1908, was $64,913.86. The original project was completed in 1896 at a cost of $40,994.29 (in- cluding $1.45 from a refundment of overpayment). Since then $18,477.79 (including $31 from a refundment of overpayment) has been expended for maintenance. In 1887-88, by uniting with plant- ers whose lands would be protected from overflow, the outlets near Point Jefferson were closed by earthen dams, the proportion of the cost borne by the United States having been $5,441.78. a See consolidated money statement on page 496. 494 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. The work put the stream in safe navigable condition at stages high enough to permit steamboats to cross the bars and, when completed, enabled them to save thirty-six hours' time on a trip. The closure of the outlets gave immediate benefit to navigation by concentrating the flow to the main stream, lengthening the period of navigation, and causing the bars to scour. The dams, however, were destroyed in 1890, during an overflow from Mississippi River, caused by crevasses in the levees near the headwaters of Boeuf River, and funds for their restoration have not been provided. Three days' work was performed in December, 1907, in the 6 miles of Boeuf River immediately above its mouth, but was then suspended by high water, and conditions were not favorable to a resumption of operations to end of the fiscal year. The commerce consists of shipments of cotton, cotton seed, staves, etc., and return freights of general merchandise and plantation sup- plies, and for eighteen years ranges between a maximum of 11,261 tons in 1897 and a minimum of 545 tons in 1903, the average being 5,600 tons, valued at $238,480. The available funds and the additional amount estimated for the fiscal year 1910 will be applied to maintenance by the removal of obstructions, including snags, overhanging trees, drift, etc. This additional work is for extension of benefits. Steamboat men report that navigation is becoming more difficult each year, and additional interest in the project for again closing the outlets at Point Jefferson has revived through the necessity of drain- ing Bayou Lafourche Basin, into which the outlets flow, to permit development of a rich tract of land containing 220,800 acres, much of which has been converted into a swamp and all of which is seri- ously affected by flood water from Boeuf River. July 1, 1907, balance unexpended_--------------------------------- $5, 642. 77 June 30, 1908, amount expended during fiscal year for maintenance of improvement_------------------------------------------------ 124.18 July 1, 1908, balance unexpended--- ------------------------------- 5, 518.59 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance (a) unexpended July 1, 1908-------------------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Tensas River and Bayou Magon.-Before improvement these streams were navigable at high stages, but the passage of steamboats was difficult and dangerous on account of leaning timber and numer- ous snags, logs, stumps, etc., in the channel. The project adopted March 3, 1881, contemplated removing obstruc- tions in Tensas River from its mouth to Dallas, La., 138 m;iles. Bayou Magon, the chief commercial branch of Tensas River, was added under the same head of appropriation by river and harbor act of 1884, and the project contemplated the same kind of work from its mouth to Floyd, La., 112 miles. The total expenditures to June 30, 1908, were $54,587.01. The projectffor Tensas River was completed in 1898 to Westwood Place, 81 miles above the mouth, the present head of navigation, at a cost of * See consolidated money statement on page 496. RIVER AND HARBOR IMPROVEMENTS. 495 $11,947.02, and the project for Bayou Macon to Floyd was completed in 1899 at a cost of $23,915.42. Lane Ferry, about 20 miles above Floyd, is the head of navigation in Bayou Maqon. The sum of $18,724.57 has been expended for maintenance. The work put the two streams in fairly good navigable condition at medium and high stages. Upper Tensas River above Westwood Place practically is unnavigable by reason of leaning timber and obstructions in the chan- nel, and there has been no recent effort to induce a resettlement of the abandoned plantations along its banks or to secure a continuance of the improvement to Dallas. During the fiscal year ending June 30, 1908, work for maintenance was continued for fifteen days in November in the lower 9 miles of Tensas River. The quarter boat used struck a snag and sunk. After it was raised the stages were too high to resume work. The commerce consists chiefly of shipments of cotton, cotton seed, staves, etc., and return freights of plantation supplies. In eighteen years it has ranged between a maximum of 29,957 tons in 1905 and a minimum of 2,649 tons in 1893, the average being 15,247 tons, valued at $590,925. It is proposed to apply the available funds to maintenance, and the additional estimate for the fiscal year 1910 to the removal of obstruc- tions, including snags, overhanging trees, drift, etc. This additional work is for maintenance and extension of benefits. July 1, 1907, balance unexpended -------------------------------- $5,102.14 June 30, 1908, amount expended during fiscal year for maintenance of improvement_ ------------------------------------------------- 1, 189.15 July 1, 1908, balance unexpended --------------------------------- _ 8, 3912.99 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 -_----------------(a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (d) Bayous D'Arbonne and Corney, Louisiana.-Before improve- ment navigation of these streams was difficult and dangerous on ac- count of the leaning trees and the number of snags, stumps, etc., in the channel. The project adopted July 5, 1884, contemplated removing the ob- structions between the mouth of Bayou D'Arbonne and Stein Bluff on Bayou Corney, 40- miles upstream. The river and harbor act of 1892 authorized an extension of work up Bayou Corney 161 miles to Cobb Landing, 4nd the act of 1894 provided $1,000 for removing obstructions in the Little D'Arbonne Branch. The amount expended to June 30, 1908, was $23,974.95, and resulted in greater safety to navigation. The work practically was completed in 1896 at a cost of $18,000. Subsequent expenditures for mainte- nance have amounted to $4,974.95, and $1,000 was expended for im- proving Little D'Arbonne Branch. During the fiscal year ending June 30, 1908, work for maintenance extended from Farmerville down Bayou D'Arbonne to its mouth, 43.7 miles, and placed that stretch in good navigable condition for the time. * See consolidated money statement on page 496. 496 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce consists of shipments of cotton, cotton seed, etc., and return freights of plantation supplies. It varies considerably, and during twelve years ranged between a maximum of 36,272 tons in 1907 and a minimum of 682 tons in 1903, the average being 12,172 tons, valued at $340,875. The estimated amount that can be profitably expended in the fiscal year ending June 30, 1910, and the balance unexpended July 1, 1908, will be applied to removal of obstructions, including snags, over- hanging trees, drift, etc. This additional work is for maintenance and extension of benefits. July 1, 1907, balance unexpended -------------------------------- $2, 067. 39 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 1, 942.34 July 1, 1908, balance unexpended--------------------------------- 125.05 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908-------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. A condensed history of the work performed in Bayou Bartholo- mew, Boeuf River, and Tensas River and Bayou Magon will be found in the Report of the Chief of Engineers for 1896, pages 1601-1613, and of that performed in Bayous D'Arbonne and Corney in the Re- port of 1895, page 1914. Subsequent reports of the district officers refer only to the yearly operations. An index to reports of examinations and surveys was published in the Report of the Chief of Engineers for 1904, page 391. There is no record of freight rates on Bayou Bartholomew and works consolidated with it available for making a comparison of the effect of the improvement. In a general way it may be stated that the rates have been greatly reduced; in fact, the traffic is no longer sufficiently lucrative to support the class of boats formerly plying on this stream, but it is now carried by smaller boats. This is largely due, however, to the competition by the railroads, and now boats ply only where the river is the only shipping route. CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $18, 224.86 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 6, 647. 74 July 1, 1908, balance unexpended -------------------------------- _ 11, 577. 12 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908__------------------------------------- 15, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix W 3.) 4. Mouth of Yazoo River and harbor at Vicksburg, Miss.-The shifting bar at the former mouth of the Yazoo was the most serious obstruction to navigation of that river and its tributaries, a system comprising about 800 miles of navigable waterways. At low stages a See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 497 steamboats were prevented from entering or leaving the river with- out lightering their cargoes across the bar, and it frequently happened that the outlet was entirely closed to navigation throughout the busi- est season of the year. Prior to 1876 the city of Vicksburg possessed the most commanding site and the finest harbor on the Mississippi River. There was deep water along the city front, and the entire width of the river was available for steamboats at all stages, with not less than 25 feet depth in any part of the harbor. The cut-off of April 27, 1876, and subse- quent shoaling of the old channel from the river to the front of the city, practically destroyed the harbor, which became unnavigable except at high stages. The original project for improving Vicksburg Harbor was entered upon under the river and harbor act of June 18, 1878. The first work consisted of revetting the rapidly caving bank at Delta Point, La., opposite Vicksburg, the continued recession of which was increasing the distance from the harbor to the river channel. The river and harbor act of August 2, 1882, placed the work under the Mississippi River Commission, and the revetment at Delta Point was continued until 1900. No work has been done since. Some caving has occurred above the upper end of the revetment, which is protected by a hard point, but there appears to be no immediate danger of flanking. The amount expended at Delta Point was $389,486.08. When Vicksburg Harbor was placed under the Mississippi River Commission in 1882 a project was adopted for dredging a basin, 1,700 feet long by 300 feet wide in front of the city, with a canal 150 feet wide to connect it with the river. Dredging under this project amounted to 250,035 cubic yards in 1883, when discontinued. It was resumed in 1888. under a slightly modified project, and continued until 1893. During the latter period the dredging amounted to 1,729,994 cubic yards, making a total of 2,080,029 cubic yards of exca- vation. In 1888 pile dikes were built at the north end of the basin and along the west side of the canal, aggregating 6,800 feet in length. The expenditures for Vicksburg Harbor were $442,724.77, which, added to the amount expended at Delta Point, makes a total of $832,210.85. The improvement of Vicksburg Harbor was transferred to the Engineer Department under a provision of the river and harbor act of August 18, 1894. The existing project, adopted by Congress in the river and harbor act of July 13, 1892, contemplated opening a new mouth or outlet for Yazoo River from its original mouth on Old River (9.8 miles above the former outlet to the Mississippi) through deep water down the wrong end of Old River, thence across a neck of low land between Old River and Lake Centennial and around the head of De Soto Island and down the east arm of Lake Centennial to the Mississippi River, entering it upon the channel side at Kleinston Landing. Lake Centennial is the old bend of the Mississippi River cut-off in 1876, and De Soto Island, prior to the cut-off, was the Louisiana peninsula, around which the river flowed. The estimate of cost- $1,500,000-was revised in 1893 and reduced to $1,200,000. The work was completed in 1905 at a cost of $1,179.210.87. Subse- quent expenditures for maintenance amount to $12,944.42. The new outlet was opened in the spring of 1903; uninterrupted navigation of 57101-ENG 1908----32 498 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Vicksburg Harbor has been maintained for four years, and the new mouth of Yazoo River has been open to boats of 6 feet.draft at mean low water. The extreme range between high and low water at Vicks- burg is 59 feet, but the usual variation is about 45.3 feet. The chief features of this work were the purchase of 1,155.54 acres of land for right of way of the main cut from Old River to Lake Cen- tennial; the clearing and grubbing of the entire route; the excavation by dredging of 6,229,281 cubic yards of earth in opening the new outlet, of which about 934,000 cubic yards was used for building a dam, above ordinary low water, across the west arm of Lake Centen- nial from mouth of the main cut to head of De Soto Island, and con- structing a levee containing 429,677 cubic yards from mouth of the canal at Kleinston westward along West Pass bar (which separates the west arm of Lake Centennial from Mississippi River) to within about 4,500 feet of King Point. The work performed during the fiscal year ending June 30, 1908, was for maintenance, principally for repairs and protection of the West Pass levee. An additional expenditure of $40,000 is considered necessary for revetment of West Pass levee on the lake side, to protect it from wave wash, and to replace the present decaying wooden bulkheads, which can not be expected to last more than a year longer, and $4,000 is required for surveys. The annual commerce of Yazoo River, its tributaries, and Vicks- burg Harbor, as reported for seven years, varied between 222,792 and 441,765 tons, the estimated values of which ranged from $6,801,000 to $13,272,000 per annum. The average of the commerce was 321,594 tons per annum, and the average value, $8,753,650. Maps of the work at Delta Point have been published in Annual Reports of the Chief of Engineers for 1883, 1884, 1888, 1889, 1893, and 1900. Maps of Vicksburg Harbor accompany the reports of 1878 (p. 644), 1883, 1884, 1888,.1890, and 1893. Maps showing work under the existing project for diverting the mouth of Yazoo River, etc., accompany the reports of 1893, 1894, 1901, and 1902. Fifteen photographs were printed in the report for 1900. The estimated amount that can be profitably expended in the fiscal year ending June 30, 1910, will be applied to revetting West Pass levee on the lake side and to surveys. The additional work proposed is for maintenance. July 1, 1907, balance unexpended ------------------------------- $11, 839.06 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 3, 994.35 July 1, 1908, balance unexpended ----------------------------- 7, 7844.71 July 1, 1908, outstanding liabilities ------------------------------- 652. 46 July 1, 1908, balance available ----------------------------------- 7,192.25 Amount that can be profitably expended In fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 190S ---------------------------- 44 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix W 4.) 5. Yazoo, Tallahatchie, Coldwater, and Big Sunflower rivers, and Tchula Lake, Mississippi.-Theseimprovements were consolidated by RIVER AND HARBOR IMPROVEMENTS. 499 river and harbor act of June 13, 1902. The same kind of work is required in all, i. e., the removal of wrecks, snags, stumps, tree slides, sunken logs, leaning timber, etc., for maintenance of navigation. (a) Yazoo River.-Before improvement the period of navigation was limited to high stages on which steamboats could pass the wrecks of gunboats, steamers, and raft sunk during the civil war. The chan- nel was much obstructed also by snags, stumps, tree slides, leaning timber, etc. The project entered upon March 3, 1873, contemplated removing obstructions to give ease and safety to navigation. Subsequent acts of Congress provided for continuing the improvement and for main- tenance. There is no practical distinction between improvement and maintenance, as floods,.sliding and caving banks, and the rapid growth of vegetation along alluvial streams of this kind constantly add obstructions and render a continuance of snagging operations necessary in the interest of safe and uninterrupted navigation. The total expenditure to June 30, 1908 (including $110.46 derived from sales), was $372,051.28, which has resulted in safe and uninter- rupted navigation from mouth to head of the river the year round for more than twenty years. Steamboats of 31 feet draft navigate the river at mean low water without serious difficulty. During the fiscal year ending June 30, 1908, snagging operations, etc., for maintenance, extended over the entire river. Work at Jef- fersonville, Ind., under contract, for the construction of the new steel snag boat Ben Humphreys was completed, and the boat was delivered at Vicksburg May 30, 1908. The range between high and low water at Yazoo City is 40.8 feet. It is proposed to apply the available funds to continuing work for maintenance of the improvement. The estimated amount that can be profitably expended in the fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908, will be applied to removal of obstructions, including snags, overhanging trees, drift, etc., and the maintenance and opera- tion of snag and dredge boats. This additional work is for mainte- nance and extension of benefits. July 1, 1907, balance unexpended --------------------------- $88, 009.95 June 30, 1908, amount expended during fiscal year: For constructing snag boat ------------------- $11, 472. 11 For maintenance of improvement --------------- 11, 478.66 22, 950. 77 July 1, 1908, balance unexpended ----------- 65, 059.18 July 1, 1908, outstanding liabilities --------------------------- 9, 421.62 July 1, 1908, balance available ----------------------------- 55, 637.56 I Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance (a) unexpended July 1, 1908---------------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (b) Tallahatchie and Coldwater rivers.-Before improvement Tal- lahatchie River was navigable to Sharkey, about 65 miles above its mouth, for six months of the year, but passage was difficult and dan- a See consolidated money statement on page 503. 500 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. gerous on account of the number of obstructions in the channel and along the banks, and the wreck of the ocean steamship Star of the West, sunk February, 1863, 8 miles above the mouth. Above Sharkey the growth of leaning timber was so dense and the channel so obstructed by snags, etc., that that part of the stream practically was unnavigable. The same conditions continued up the Coldwater River. The project entered upon March 3, 1879, contemplated removing obstructions in Tallahatchie River from the head of Yazoo River to the mouth of Coldwater River and up the Coldwater about 80 miles to Yazoo Pass. Work in the Coldwater River was abandoned in 1881, but was resumed under a provision of the river and harbor act of March 3, 1905. The amount expended to June 30, 1908 (including 4 cents, refund- ment of overpayment), was $79,088.15, and the work performed per- mits steamboats of 3 feet draft to run to Sharkey the year round and into Coldwater River at moderately high stages. Marks, on Coldwater River, is considered the present head of navi- gation, and boats rarely run above that place. During the fiscal year ending June 30, 1908, work for the removal of obstructions in Tallahatchie River was continued, from the mouth of Coldwater River downstream to Yazoo River, benefiting naviga- tion materially. Operations for maintenance will be continued with the available funds. The estimated amount that can be profitably expended during the fiscal year ending June 30, 1910, in addition to the balance unex- pended July 1, 1908, will be applied to the removal of obstructions, including snags, overhanging trees, drift, etc., and the maintenance and operation of snag and dredge boats. This additional work is for maintenance and extension of benefits. July 1, 1907, balance unexpended- -$5, 523.24 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------ 3, 111.35 July 1, 1908, balance unexpended -------------------------- _ 2, 411.89 July 1, 1908, outstanding liabilities ------------------------------ 173.35 July 1, 1908, balance available ------------------------------ 2, 238. 54 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Tallahatchie River above mouth of Goldwater River to Bates- ville.-.To comply with requirements of river and harbor acts of 1880, 1881, and 1882, a total expenditure of $10,000 was made to clear this stretch of obstructing trees, stumps, and snags, after which work was discontinued by the United States. Commerce was revived in 1904, and, after the worst obstructions had been removed by popular sub- scription, about 2,100 tons of stave and spoke billets and other freight, valued at $100,000, was transported by steamboat. The project entered upon March 2, 1907, contemplates an expendi- ture of $2,000 a year for a series of years to put the river in such * See consolidated money statement on page 503. RIVER AND HARBOR IMPROVEMENTS. 501 condition that boats plying the lower Tallahatchie can safely run to Batesville for five to seven months of the year. Eventually the cost of maintenance will be reduced to $1,000 per year. The amount expended to June 30, 1908, was $13,824.89. The work was resumed in May, 1907, after a lapse of twenty-five years, and on June 30, 1907, was in progress at a point 7 miles below Batesville. During the fiscal year ending June 30, 1908, work was continued downstream to the mouth of Coldwater River. The chief obstructions to navigation were removed and the stretch placed in fairly good navigable condition. This work has proved heavier and more difficult than was antici- pated and the sum of $5,000 is required during the fiscal year 1910. The estimated amount that can be profitably expended during the fiscal year ending June 30, 1910, in addition to the balance unex- pended July 1, 1908, will be applied to the removal of obstructions, including snags, overhanging trees, drift, etc., and the maintenance and operation of snag and dredge boats. This additional work is for maintenance and extension of benefits. July 1, 1907, balance unexpended -- -------------------------- $3, 144. 63 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 2, 969.52 July 1, 1908, balance unexpended ------------------------------- 175.11 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 (a) .------------------------ Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (d) Big Sunflower River.-Before improvement this stream was navigable about six months of the year, but was obstructed by snags, sunken logs, sand bars, and shoals; navigation was impeded by lean- ing timber, and at many places the channel was so choked with ob- structions and so narrow that it afforded passage for the smallest craft only. The project entered upon March 3, 1879, contemplated the removal of obstructions between the mouth and Clarksdale, about 180 miles, and the building of inexpensive pile and brush wing dams to scour depths of about 40 inches at the bars. Prior to the building of the Mississippi River levees, and since, when crevasses in the levees occurred, this stream carried large quantities of overflow water and its section was increased thereby. In this enlarged bed the normal river at low stages now flows between secondary banks and, as a rule, the main banks are not overtopped by floods, except near the mouth, where the flood height is affected by backwater from the Mississippi. On account of the changed conditions, the river and barbor act of March 2, 1907, placed the upper limit of improvement at the mouth of Hushpuckena River, about 30 miles below Clarksdale; authorized a continuation of the work of removing obstructions below that point, and an improvement of the lower section, below Baird, about 87 miles, with a view to obtaining a navigable depth of 3 feet by means of the closure of outlets and more extensive contraction works. The estimates of cost for work below Baird were $75,000 for the necessary a See consolidated money statement on page 503. 502 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. closing dams2 about $10,000 per year for five years for continuation of the open-river work, and $5,000 per year thereafter. The amount expended to June 30, 1908, was $117,521.32. The cut- ting of leaning timber, removal of channel obstructions, and the building and renewal of wing dams at the bars maintained naviga- tion in the lower 100 miles of river, and enabled boats of 30 inches draft to run to Woodburn, about 77 miles above the mouth, at mean low water. Faisonia, about 100 miles above the mouth, is considered the head of navigation. During the fiscal year ending June 30, 1908, operations for main- tenance continued during the period of low water, between the mouth of Big Sunflower River and the mouth of Hushpuckena River, the chief work having been performed between the mouth of Hush- puckena River and Herd Landing, about 80 miles below, a stret6h where little had been done for years. A contract was entered into November 12 for closing the chutes in lower Big Sunflower River, requiring about 116,300 cubic yards of levee embankment, to be com- pleted by December 31, 1908. About 6 per cent of this embankment had been built June 30, 1908. It is proposed to apply the available funds to the purpose of closing outlets in the lower 30 miles and to a continuance of snagging opera- tions and the building and repair of wing dams where required. July 1, 1907, balance unexpended --------------------------- $101, 362.56 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 15, 883.88 July 1, 1908, balance unexpended ----------------------------- 85, 478. 68 July 1, 1908, outstanding liabilities ---------------------------- 2, 141.47 July 1, 1908, balance available ..------------------------------- 83, 337.21 July 1, 1908, amount covered by uncompleted contracts ------------ 30, 915.00 (e) Tchula Lake.-This is an arm of Yazoo River, about 60 miles long, and east of Honey Island, in Holmes County. Before im- provement it was obstructed its entire length by a network of snags, heavy leaning timber, and a thick growth of brush along both banks. The project adopted March 3, 1881, contemplated removal of the obstructions to prolong the navigable period and to permit light- draft steamboats to pass through the lake earlier in the cotton season. The amount expended to June 30, 1908, was $28,709.35. The work was practically completed and the stream put in safe navigable con- dition in 1895 at an expenditure of $21,000. Since 1902 $7,709.35 has been expended for maintenance. No work was done during the fiscal year ending June 30, 1908. The available funds will be applied to continuing work for mainte- nance. The estimated amount that can be profitably expended during the fiscal year ending June 30, 1910, in addition to the balance unex- pended July 1, 1908, will be applied to the removal of obstructions, including snags, overhanging trees, drift, etc., and the maintenance and operation of snag and dredge boats. This additional work it for maintenance and extension of benefits. RIVER AND HARBOR IMPROVEMENTS. 503 July 1, 1907, balance unexpended -------------------------------- $4, 290.65 July 1, 1908, balance unexpended -------------------------------- 4, 290. 65 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. The chief shipments out of Yazoo River and tributaries are cotton, cotton seed, staves, timber, etc., with return freights of general mer- chandise and plantation supplies. The commerce of seventeen years ranges between 102,098 and 544,503 tons annually, with values esti- mated at $2,840,000 to $9,198,000, the average being 241,618 tons, val- ued at $5,521,130. Freight rates on cotton by boat are about 50 per cent less than by rail; on cotton seed about 331 per cent less. Live-stock shipments by boat cost about one-third of the railroad rates, and grain, flour, meal, and provisions shipped by boat cost about 50 per cent less than by rail. To inland points the railroad rates are largely in excess of boat rates for the same distance. Large quantities of timber are rafted which could not be reached by rail. A r4sume of the work performed in Yazoo, Tallahatchie, and Big Sunflower rivers is given in the Report of the Chief of Engineers for 1896, pages 1613, 1626, and 1630. Subsequent annual reports of the district officers give each year's operations only. A r6sum of work in Coldwater River is given in the Report of the Chief of Engineers for 1885, page 1518. An index to reports of examinations and surveys was published in the Report of the Chief of Engineers for 1904, page 397. Reports of examinations of Tallahatchie River above mouth of Coldwater to Batesville, and of Big Sunflower River, made in 1905, were printed in House Documents Nos. 147 and 667, Fifty-ninth Congress, first session. CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------ $202, 331.03 June 30, 1908, amount expended during fiscal year: For constructing snag boat ---------------------- $11, 472. 11 For maintenance of improvement ------------ 33, 443. 41 44, 915. 52 July 1, 1908, balance unexpended ------------------------------- 157, 415. 51 July 1, 1908, outstanding liabilities------------------------------ 11,736.44 July 1, 1908, balance available --------------------------------- 145, 679. 07 July 1, 1908, amount covered by uncompleted contracts ----------- 30, 915.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908-------------------------------- 50, 000.00 Submitted in compliance with requirements of sundry civil act of SJune 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix W 5.) a See consolidated money statement on this page. 504 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminaryexamination of Boyce Landing, on Red River, Lou- isiana.-Report dated October 29, 1907, is printed in House Docu- ment No. 219, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Roebuck Lake, Mississippi, from its mouth to the railroad bridge at Itta Bena.-Report dated October 8, 1907, is prinited in House Document No. 811, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination with plan and estimate of cost of im- provement of Steele and Washington bayous, Mississippi, and Lake Washington from mouth of Steele Bayou to Glen Allan.-Reports dated December 31, 1907, and February 6, 1908, are printed in House Document No. 904, Sixtieth Congress, first session. A plan for im- provement at an estimated cost of $15,000 is presented. 4. Preliminaryexamination with plan and estimate of cost of im- provement of Bear Creek, Mississippi.-Reports dated October 10, 1907, and April 4, 1908, are printed in House Document No. 908, Sixtieth Congress, first session. A plan for improvement at an esti- mated cost of $3,000 is presented. The local officer was also charged with the duty of making prelimi- nary examination and survey of Big Sunflower River, Mississippi, from near Baird to the mouth of the Hushpuckena River, provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE LITTLE ROCK, ARKANSAS, DISTRICT. This district was in the charge of Capt. W. D. Connor, Corps of Engineers. Division engineer, Col. E. H. Ruffner, Corps of Engi- neers, to March 16, 1908, and Col W. H. Bixby, Corps of Engineers. since that date. 1. Arkansas River, Arkansas.-In its original condition the channel of the river was greatly obstructed by shifting sand bars and numer- ous snags in its lower reaches, and by gravel and rock shoals and some snags in its upper reaches. Navigation was difficult and uncer- tain at medium and low stages, and during periods of extreme low water was impossible. Prior to act of Congress approved June 13, 1902, the work on this river was carried on under two general projects-one entitled " Removing obstructions in Arkansas River, Arkansas and Kansas," the other " Improving Arkansas River, Arkansas." The original project for " Removing obstructions in Arkansas River, Arkansas and Kansas " (act July 3, 1832), was to remove snags and wrecks. Subsequently this project was enlarged to include re- RIVER AND HARBOR IMPROVEMENTS. 505 moving bars by wing dams, and many of the appropriations were made for this work in combination with other rivers. By act of March 3, 1879, Congress adopted an additional project-that of improving the river between Fort Smith, Ark., and Wichita, Kans.. by removing the snags and rocks and constructing dams at some of the worst shoals. Later these projects were merged into one, making the project extend from the mouth of the river to Wichita. Under these projects there was expended to June 30, 1902, $968,256.81. The original projects for " Improving Arkansas River, Arkansas," were local and had in view the permanent improvement of the river at Fort Smith, Van Buren, Dardanelle, and Pine Bluff. By act of August 11, 1888, Congress adopted a general project, namely: That the Secretary of War shall expend the appropriation under this head with reference to the final improvement of this river as contemplated in the Report of the Chief of Engineers for the year ending July first, eighteen hundred and eighty-five, and as authorized in the act for the improvement of rivers and harbors approved August fifth, eighteen hundred and eighty-six, and in House Executive Document Numbered Ninety, Forty-ninth Congress, first session, said methods to be applied as the Secretary of War may direct at such points between Wichita, Kansas, and the navigable mouth of the Arkansas River at its junction with the Mississippi River, as he may deem for the best interest of commerce. The " said methods" referred to in the act were "to remove rock and gravel reefs by blasting and dredging, to contract the chan- nel by dikes and dams, permeable or solid, of such construction as the local conditions require, and to hold the channel so ob- tained by revetment where necessary." The improvement author- ized by the act covers 771 miles, while estimates have been rendered for 708 miles, thus making the estimated cost of the improvement under this project indefinite. Act of August 18, 1894, authorized the operation of snag boats under this head in addition to similar opera- tions under the project " Removing obstructions in Arkansas River. Arkansas and Kansas." To the close of the fiscal year ending June 30, 1902, there had been expended under the general project for im- proving Arkansas River, Arkansas, $903,311.93 for original construc- tion, $314,119.14 for maintenance, and $63,397.32 for operating snag boats, making the total amount $1,280,828.39. Act of Congress approved June 13, 1902, merged these two general projects into one, which makes the existing project in substance: "The improvement of the river from its mouth to the head of naviga- tion by snagging operations, by dredging operations, and by contrac- tion works, holding the improved channel by revetment where neces- sary." No definite estimate of cost can be given. The river and harbor act of March 2, 1907, made available for main- tenance of this improvement amounts previously appropriated for work in vicinity of Redfork levee or set apart for dredging. The act provided also for an examination of the river to Muskogee, Ind. T., by a Board of Engineers, with a view to devising a plan for further improvement, and made a conditional appropriation for work at Pine Bluff, if deemed by the Board to be necessary in the interest of navi- gation. Funds from this appropriation will be applied to work in pursuance of the Board's recommendation, and report on the subject will be found on page 510 of this report under the heading "Arkansas River at Pine Bluff and White River at Augusta Narrows, Arkansas." 506 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. To June 30, 1908, there had been expended under the consolidated project for Arkansas River $178,837.32, of which $135,398.95 was for operating snag boats, $22,968.37 for operating a hydraulic dredge, and $20,470 for maintaining works of permanent improvement. The total expenditure under all projects to June 30, 1908, is $2,427,922.52, of which $1,167,053.08 is for operating snag boats, $22,968.37 for operating hydraulic dredge, $903,311.93 for original construction of works of permanent improvement, and $334,589.14 for maintenance of these works. The works erected for the permanent improvement of the stream never gave full benefit to navigation, having been built in discon- nected reaches and having finally been abandoned before the project was completed. After expending $1,237,901.07 in the construction and maintenance of these works, the permanent improvement of the stream was abandoned. Snagging operations have improved the channel in the permanent reaches; in other localities the improvement has been temporary and must be repeated from time to time. Fort Gibson, on Grand River, 2 miles above its mouth and 463 miles from the mouth of the Arkansas River, is the head of steamboat navi- gation. The duration of the navigable periods of the river varies greatly in different years. Occasionally there are periods of very low water, when navigation will be suspended throughout the length of river, and then there will be times when it is possible to maintain 3-foot navigation through to Fort Gibson all the year. The naviga- tion periods are of about the following averages: Months a Months a year for 4- year for 2- foot draft. foot draft. Mouth to Swan Lake (80 miles) .. ......................................... 5} 10 Mouth to Little Rock (174 miles).... ...................................... 5 94 Mouth to Grand River (461 miles)... ....................................... 4 8 The maximum draft that can be carried all the year round varies from as much as 16 inches in the section between Fort Smith and Webbers Falls (369 to 430 miles above the mouth), and 24 inches in the section between Fort Smith and the mouth, during the fiscal year 1899 to as little as 11 inches at Silver Lake and Pendleton, only 42 miles above the mouth, with the extreme low stage continuing from November 6 to December 19, 1897, Little Rock gauge 1.2 to 1.8. The range between extreme high water and extreme low water at Fort Smith, Ark., is 35.5 feet; at Little Rock, Ark., 28.5 feet, and at the mouth of the river where the stages are controlled by those of the Mississippi the extreme range is 53.7 feet. The operations of this fiscal year consisted in operating the snag boats Arkansas and C. B. Reese and the hydraulic dredge Gamma. The snag boats removed 2,314 snags from the channel, cut 7,995 trees on caving banks, and broke up 5 drifts. The dredge Gamma worked on Silver Lake bar (43 miles above the mouth) and Sandy Bayou Crossing (20 miles above the mouth) during July, 1907, and con- siderably improved the depths at the latter point. In the spring of 1908, the dredge Gamma was again loaned to this district, but owing to high water no dredging was undertaken until June 29, 1908, and the dredge is now working on Rob Roy Crossing, 99 miles above the mouth. On account of conducting the dredging operations with plant RIVER AND HARBOR IMPROVEMENTS. 50 borrowed from the Mississippi River Commission, which has to be returned to Memphis at a certain time (generally August 1), much of the dredging is done at higher stages than that at which the best and most lasting work is accomplished, and much better results could be obtained by the use of a plant that could carry on dredging opera- tions during the actual low-water season, which rarely begins before August. Experimental dredging is being continued through the present low-water season and at the end of that time it is thought that definite recommendations can be made in regard to future dredging operations in this river. A new boat, the Border City, entered the trade between Fort Smith (369) and Webbers Falls (430) March 18, 1908, and the owner reports nothing less that 21 feet channel depth since that date. The Muskogee-Oklahoma Packet Company has been organized with a view to entering the trade between Fort Smith (369) and Muskogee (460, mouth of Grand River), and at the writing of this report their new boat, the City of Muskogee, is leaving Jeffersonville, Ind., for Muskogee. The steamer Mary D., which formerly oper- ated in the above trade, has confined its business during the past year to the local trade between Muskogee Landing (460), on the Arkansas River, and points a short distance up Grand River. The river was at a comparatively good boating stage all the year. The balance available July 1, 1908, will be expended in operating snag boats and in continuing hydraulic dredging, and the additional appropriation asked for in maintenance of the channel by snagging operations. Information as to the effect of the improvement on freight rates is meager, but indicates that a material reduction has resulted. Commercial statistics, year ending May 81. Year. Tons. Value. Year. Tons. Value. 1894......................... 63,563 $2,846,395 1902 ....................... 40,557 $1,630,297 1895......................... 50,498 2,380,420 1903 ........................ 86,068 2,389,020 1896......................... 54,261 2,408,720 1904........................ 92,041 2,078,898 1897......................... 66,077 1,657,218 1905........................ 86,458 1,636,930 1898......................... 58,578 1,626,756 1906 ........................ 103,214 1,512,719 1899......................... 68,057 2,470,131 1907........................ 104, 593 2,192,531 1900......................... 75,654 2,078,940 1908 ...................... 103,919 2,150,269 1901......................... 71,998 2,623,797 The commerce was made up of plantation products and supplies, cooperage stuff, lumber, and saw logs, the latter making 61 per cent of it, but representing less twn 8 per cent of its total value. Reference to the principal examinations and surveys is given on page 401 of the Annual Report for 1904. July 1, 1907, balance unexpended --------------------------- $96, 751.25 Refundment of overpayments ------------------------------- 11.80 96, 763.05 June 30, 1908, amount expended during fiscal year for maintenance of improvement --- ------------------------------------- 43,365.20 July 1, 1908, balance unexpended ------------------------- 53, 397. 85 July 1, 1908, outstanding liabilities- 13, 678. 12 July 1, 1908, balance available ....- 39, 719. 73 508 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 190$8 -------------------------------- $73, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix X 1.) 2. White River, Arkansas.-In its original condition this river was much choked by logs, snags, and drift in its lower reaches, and in its upper reaches-i. e., above Jacksonport-by gravel shoals, bowlders, and some snags. The original project (act of March 3, 1871) was to remove snags and similar obstructions, the work being combined with similar work on Black and Little Red rivers. Act of June 23, 1874, extended the improvement to Forsyth, Mo., the project being to remove snags and bowlders and to contract the water width at shoals. During the period 1873-1884 the snagging operations on the lower river were in connection with similar work on St. Francis River, while the improve- ment above Jacksonport was under appropriations confined to that portion of the stream. The act of July 5, 1884, was the first inde- pendent appropriation for the river as a whole. It readopted and consolidated into one the separate projects and provided for a survey with a view to the permanent improvement of the river from Forsyth, Mo., to the mouth. The project of 1888 (Annual Report of the Chief of Engineers for 1888, p. 1406) was to deepen the water on shoals by contracting the channel, and to remove rocks, bowlders, and snags from the channel, the object being to obtain a channel 5 feet deep at low water from the mouth to Newport and 2 feet deep thence to Buffalo shoals, at an estimated cost of $105,815, with an additional amount of $8,000 a year for two or three years for snagging. For reasons given in the Annual Report of the Chief of Engineers for 1891, page 2049, the estimates were inadequate to accomplish the object. The act of July 13, 1892, appropriated $53,815 to complete the project, and an additional sum of $21,185 to be expended " in the discretion of the Secretary of War." These funds and those appro- priated since have been expended on the lines of the project of 1888, with the addition of dredging on the shoals. The act of March 3, 1899, adopted a lock-and-dam project for the improvement of this river above Batesville, thus reducing the scope of the former project to improving the river from the mouth to Batesville by contracting the channel, by removing rocks, bowlders, and snags, and by dredging. It is not practicable to state the expenditures on this river when the work was carried on in connection with other rivers. From the separate appropriations for the whole river, or for reaches of it, to the close of the fiscal year ending June 30, 1908, there has been ex- pended $440,895.33. Of this amount $4,000 was allotted to Cache River, $11,061.46 was spent on special works at Batesville, $166,000 was on projects prior to that of 1888, $108,815 was for original con- struction under the project of 1888, and $150,704.03 on maintenance of works and on snagging afid dredging, and $314.84 on prevention of cut-off at Augusta Narrows near Augusta, Ark. RIVER AND HARBOR IMPROVEMENTS. 509 In a few instances the contraction works above Jacksonport gave a slight increase in channel depth, but, on the whole, there was not enough improvement in the channel to be of any material benefit to navigation; the dredging between Jacksonport and Batesville in fiscal year 1898 made a channel 3 feet deep during one low-water season, but the dredging has not been continued, no plant being available; the snagging operations make the natural depths of the stream avail- able during the low-water season in which the snagging is done. The winter and the spring floods following bring other obstructions into the stream; hence snagging operations are needed every year. Forsyth, Mo. (505 miles above the mouth), is the head of steam- boat navigation. From its mouth to Jacksonport, 264 miles, the river is generally spoken of as being navigable at any time for boats of not over 3-foot draft. Between Jacksonport and Batesville, where Lock No. 1 of the upper White River improvement is located, the low-water channel depths are approximately 16 inches. The range between extreme high water and extreme low water below Dam No. 1 at Batesville is 35.5 feet; at Jacksonport, 34.4 feet; at Clarendon, 32.5 feet, and at the mouth of the river 53.7 feet. On page 1668 of the Annual Report of the Chief of Engineers for 1896 there is given the location of all the principal works built for the improvement of this river. Report of survey from Forsyth, Mo., to the mouth, with plans for improvement, is given in the Annual Report of the Chief of Engineers for 1888, page 1406. The snagging operations this fiscal year consisted in operating the snag boat Quapaw six weeks and the snag boat C. B. Reese two months, the work extending from Black Island (266) to the mouth of the cut-off (8). By these operations 567 snags were moved from the channel, 951 trees cut from caving banks, and 4 drifts were broken up. The river was at a comparatively good boating stage all the year. The amount now available and the amount estimated as being needed during the fiscal year ending June 30, 1910, will be applied to maintenance and operation of snag boats. Commercial statistics, year ending May 81. Year. Tons. Value. Year. Tons. Value. 1895........................ 73,759 $2,494,377 1902 ....................... 184,066 $1,242,438 1896........................ 74,882 2,056,991 1903....................... 140,013 882,225 1897 ........................ 73,962 2, 435,814 1904 ....................... 193,498 1,021,778 1898......................... 102,337 1,415,013 1905 ... ................. 134,588 770,689 1899........................ 117,891 1,619,351 1906 .................... 100,083 766,138 1900........................ 134, 696 2,244,222 1907 ................... . 127,812 830,659 1901........................ 148,574 1,700, 355 1908 ....................... 161,246 962,508 Complete tonnage report was not received, but lumbering and kindred industries make up the steamboat commerce. Thirty-three per cent of the tonnage reported this year was rafted saw logs and rafted railway ties floated with the current. Information as to the effect of the improvement on freight rates is meager, but indicates that a material reduction has resulted. 510 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended -------------------------------- $28, 940. 75 Refundment of overpayment 10 .--------------- 28, 940. 85 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 10, 908.98 July 1, 1908, balance unexpended -------------------------------- 18, 031. 87 July 1, 1908, outstanding liabilities ---------------------- 783.39 July 1, 1908, balance available ----------------------------------- 17, 248.48 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- 16, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix X 2.) 3. Arkansas River at Pine Bluff and White River at Augusta Narrows, Arkansas.-Statement of original condition of river, range and floods, commercial statistics, etc., will be found in reports for improving Arkansas River, Arkansas, and for improving White River, Arkansas. The Board of Engineers appointed pursuant to requirement of the river and harbor act of March 2, 1907, recommended, under date of May 27, 1907, that certain work be done at Pine Bluff on Arkansas River, and at Augusta Narrows on White River. On August 14, 1907, a project was submitted for work at both places, under which $50,000 is to be expended at Pine Bluff, $28,500 at Augusta Narrows, and the balance of $100,000 conditionally appropriated by act of March 2, 1907 ($21,500), to be reserved for repairs or further work that may be found necessary-at these points. At Pine Bluff a levee containing about 248,000 cubic yards is to be built, and a contract for same was let January 4, 1908, but the titles to the lands required for right of way have not yet been approved. At Augusta Narrows the project contemplates the construction of a levee and revetment, and the operations during this fiscal year con- sisted in constructing, approximately, 80 per cent of the levee work and in placing the mattress for the revetment and unloading the necessary stone from cars. The balance on hand July 1, 1908, with the exception of the $21,500 reserved, will be applied to completing the work as outlined in the project. July 1, 1907, balance unexpended------------------------------$100, 000. 00 Refundment of overpayment------------------------------------- - 1. 00 100,001.00 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------------- 19, 410. 68 July 1, 1908, balance unexpended -------------------------------- 80, 590. 32 July 1, 1908, outstanding liabilities ------------------------------ 1, 770.91 July 1, 1908, balance available---------------------------------- 78, 819. 41 July 1, 1908, amount covered by uncompleted contracts ----- 52, 276. 77 (See Appendix X 3.) RIVER AND HARBOR IMPROVEMENTS. 511 4. Upper White River, Arkansas.-Earlierworks on this portion of White River were made under appropriations for improving White River, Arkansas, and have been fully reported upon under that head. The original condition of the river and previous projects for its improvement are also reported there. The existing project, adopted March 3, 1899, is based on a report printed in the Annual Report of the Chief of Engineers for 1897, page 1992, and is to provide slack-water navigation from Batesville, Ark., to Buffalo shoals, 89 miles, by 10 fixed dams with concrete locks. The locks are to be 175 feet between hollow quoins and 36 feet wide, with a depth of about 4 feet on the lower miter sills. The esti- mated cost is there given as $1,600,000 for the 10 locks and dams. A Board of Engineers appointed pursuant to requirement of the river and harbor act of March 3, 1905, to consider this project, has submitted its report and reference thereto will be found on page 460 of the report for 1906. To the close of the fiscal year ending June 30, 1908, there had been expended on this work $809,141.65. Three locks and dams have been completed and are operated under the indefinite appropriation " Operating and care of canals and other works of navigation." By the operations of this fiscal year, Lock and Dam No. 3 has been com- pleted, being placed under the indefinite appropriation above referred to, February 1, 1908. The total allotments and appropriations for Lock and Dam No. 3, was $233,925, and total expenditures to date are $282,264.15, with estimated outstanding liabilities of $1,567.25. Forsyth, Mo., 204 miles above Batesville, is the head of steam- boat navigation. The channel depths over the shoals in the unim- proved part of the river are small, being only 8 to 10 inches during lowest waters. The range between high and low water at Buffalo City, the head of this project, is about 45 feet. Below Dam No. 1, at Batesville, this range is 35.5 feet. Commercial statistics, year ending May 31. Year. Tons. Value. Year. Tons. Value. 9,059 1899 ......................... $548,335 1904 ..................... 15,655 $53,942 1900 .........................39,253 1,260,716 1905........................ 12,496 42,736 1901......................... 23,522 639,855 1906........................ 11,188 61,819 1902......................... 27,472 758,040 1907........................ 14,235 85,156 1903......................... 16,315 737,080 1908........................ 34,614 159,474 Railway ties and saw logs made up 74 per cent of the tonnage and two-thirds of the value of all commerce reported. The G. W. Huf, with 3 barges, entered the trade above Batesville during this fiscal year, being engaged principally in handling cooperage ma- terials. The Batesville Board of Trade reports that the work done has re- sulted in making Batesville a " common" point, but definite infor- mation as to the effect of the improvement on freight rates has not been obtained. 512 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1907, balance unexpended ---- ------------------------ $80, 888.98 Refundment of overpayments, unclaimed wages, anid receipt from sales--------------------------------------------------------- 281.45 81,170.43 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------- a 76, 528. 79 July 1, 1908, balance unexpended ---------------------------- b4, 641. 64 July 1, 1908, outstanding liabilities ---------------------------- 1, 865. 50 July 1, 1908, balance available -------------------------------- 2, 776. 14 (See Appendix X 4.) 5. Operating and care of Locks and Dams Nos. 1, 2, and 3, upper White River, Arkansas.-These locks and dams were built with funds derived from appropriations for improving upper White River, Arkansas. The available length of the locks is 147 feet, available width is 35 feet, and depth over the miter sills at normal pool levels is 5 feet. Lock and Dam No. 1 was placed under this appropriation on January 16, 1904; Lock and Dam No. 2, on February 16, 1905, and Lock and Dam No. 3, on February 1, 1908. The high-water mark of May, 1898 (before the dams were built), is 22 feet above the crest of Dam No. 1 and 18.4 feet above the crest of Dam No. 2. The highest stages reached by the river since the dams have been completed were 20 feet above the crest of Dam No. 1 and 18.2 feet above the crest of Dam No. 2, on May 8, 1907. Since the completion of Dam No. 3 there has been no extreme high water in the upper river. The lowest stages this fiscal year were 0.4 above the crest of Dam No. 1 and 0.3 above the crest of Dam No. 2, Decem- ber 18, 1907, the low stage being due to the construction of Dam No. 3. The expenditures during this year were for ordinary operating expenses of the locks, for repairs to high-water damages done by the high water of May, 1907, and for the completion of quarter boat and care and repair of floating plant. The total amount expended under this head to June 30, 1908, is $114,670.64, of which $43,068.75 was expended this fiscal year. Commercial statistics, year ending May 81. Lock No. 1. Lock No. 2. Lock No. 8. Open river. Year. Freights Lock- Lock- Lock-that did agesk- Freights. k- Freights Lages Freights. not pass ages. through a lock. Number. Tons. Number. Tons. Number. Tons. Tons. 1904..... ....................... 0115 8,320 ................... .................... 7,335 1905 ............................ 244 8,771 60 4,163 .................... 5,000 1906............................ 246 7,306 183 8,692 .................... .2,496 1907... ........................ 191 6,798 263 9, 431 .............. 1,283 1908 ........................... 249 13,746 661 22,077 e126 4, 337 7, 533 * Lock and Dam No. 3. o Four months. b Lock No. 1, $214.50; Lock No. 2, 'Three and a half months. $2,766.29; Lock No. 3, $1,660.85. * Five months. (See Appendix X 5.) RIVER AND HARBOR IMPROVEMENTS. 513 6. Cache River, Arkansas. In its original condition this river was much obstructed by snags, drift, and overhanging timber. The low- water depth on the controlling shoals was 6 to 8 inches. The original project, adopted by the act of August 11, 1888, was to remove logs, snags, and overhanging timber from the mouth to River- side (102 miles). The amount expended on this project was $9,000. Acts of August 18, 1894, and June 3, 1896, each authorized the Secretary of War to expend $2,000 of the White River appropriation on this stream. These funds were expended in snagging operations from the mouth of the river to James Ferry, 79 miles, in accordance with a project adopted in 1888. Acts of March 3, 1899, and June 13, 1902, made independent appropriations for this stream. These were expended in snagging operations between the mouth of the river and James Ferry along the lines of the 1888 project, under which there has been expended $9,000 to June 30, 1908, the entire expenditure being for maintenance of channel. The operations prior to fiscal year 1904 were of material benefit to commerce, by lengthening the navigable period and rendering the natural depths of the stream available for navigation purposes. The small amount of work done in fiscal year 1906 was not sufficient to restore the river to the condi- tion that existed when work ceased in the autumn of 1902. The funds on hand not being sufficient to purchase the necessary outfit and conduct the operations necessary to give relief, no work has been done during this fiscal year, it being thought advisable to defer oper- ations until September, 1908, when plant and outfit will be available from other works. Gray's bridge, 95 miles above the mouth of the river, is considered the head of steanboat navigation, but the river is not navigable to that point all the year, the ruling depth in the channels over the shoals throughout the river being only 8 to 10 inclhes during lowest water. During high-water seasons rafts are run from 100 or more miles above Gray's bridge. In the vicinity of James Ferry (79 miles above the mouth of the river and the upper limit of snagging opera- tions now) the range between high and low water is about 15 feet. Because of backwater from White River this range is increased to 24 feet at Rock Island Railway bridge and to 32 feet at the mouth of the river. Reports of the more recent preliminary examinations of this river are given in the Annual Report of the Chief of Engineers for 1887, page 1547, and in the Annual Report of the Chief of Engineers for 1895, page 2037. Commercial statistics, year ending May 31. Year. Tons. Value. Year. Tons. Value. 1895......................... 12,603 $25,494 1902 ........................ 15,676 $40,301 1896......................... 20,748 62,483 1903 ........................ 16,843 109,681 1897......................... 34,990 108,460 15,865 1904........................ 49,601 1898......................... 10,193 36,635 1905 ........................ 11,660 29,860 1899 .........................7,667 52,936 1906 ......................... 10,912 31,777 1900......................... 11,215 29,961 1907 ........................ 13,050 39,225 1901......................... 10,374 30,100 1908........................ 21,173 59,254 57101-ENG 1908 33 514 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The tonnage reported for this fiscal year was made up entirely of rafted railway ties and saw logs floated with the current. 'he balance unexpended July 1, 1908, and the additional appro- priation asked for will be expended in snagging operations below James Ferry. July 1, 1907, balance unexpended --------------------------------- $2, 000. 00 July 1, 1908, balance unexpended ---------------------------------- 2, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 ---------------------------------- 3, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix X 6.) 7. Black and Current rivers, Arkansas and Missouri.-Prior to fiscal year 1905 the work on these rivers was provided for under sepa- rate appropriation titles. The works were consolidated by river and harbor act of March 3, 1905. (a) Black River.-In its original condition this river below the mouth of Current River had, at ordinary low water, a controlling depth of 2 to 21 feet on the shoals, but this was not available on ac- count of snags and similar obstructions. Above the mouth of Cur- rent River navigation was practically impossible at ordinary low stages, and no rafting was possible above the Arkansas and Missouri State line. The original project, adopted by act of June 14, 1880, contemplated removing logs, etc., cutting down shoals by means of wing dams, and closing some of the most troublesome sloughs. The estimated cost was $80,800. The only modification of the projet has been that of changing the estimate to $8,000 a year for maintenance. The district officer recommends that this be increased to $18,000 for the two streams. To June 30, 1908, there had been expended on this work $160,717.08. Poplar Bluff, Mo., 239 miles above the mouth of the river, is the head of navigation. All-the-year navigation has been made possible to this place for boats of not over 18 inches draft. Boats of not over 2J feet draft can navigate this river below the mouth of Current River, 116 miles, during the lowest waters, and this portion of the river is generally spoken of as being navigable for 3-foot boats at any time. The range between high and low water at Poplar Bluff is 19 feet. This difference decreases below Poplar Bluff, and in the flat lands to the southward it averages about half of this, being 8.5 feet at Corning bridge, 70 miles below Poplar Bluff. After passing to below head of Little River the difference between high and low water increases, and at Pocahontas, 129 miles below Poplar Bluff, the difference is 26.5 feet, and at the mouth of the river it is 34.4 feet. The operations during this fiscal year consisted in snagging opera- tions carried on by the hand-propelled snag boat Riverside and the snag boat Quapaw, the former working the river above the mouth of Current River and the latter below that point. During the year the boats removed 1,596 snags from the channel, cut 2,870 trees from the RIVER AND HARBOR IMPROVEMENTS. 515 banks, and broke up 29 drifts. The river was at a fair boating stage all the year. The report of the examination upon which the present project for the improvement of Black River is based is given in the Annual Report of the Chief of Engineers for 1880, page 1326. (b) Current River.-The original condition of this stream was such that no steamboat navigation above the mouth of Little Black River was attempted except when the river was at high stages. Below Lit- tle Black River navigation was suspended when the river was below medium stage. The natural depths were not available on account of snags and leaning trees. Although the United States made some improvements to this stream in 1873, and again in 1882 and 1883, the regular improvement of it was not undertaken until act of Congress of August 18, 1894, adopted a project for its improvement from Van Buren, Mo., to the mouth by snagging operations and by contracting the channel at the worst shoals by wing dams, at an estimated cost of $10,000. The ap- propriation of June 3, 1896, completed the amount originally esti- mated for the completion of the project, and all operations since then have been under estimates for maintenance. No wing dams have been built, all operations having been confined to snagging. To June 30, 1908, there has been expended on this river $39,868.84, $7,000 of which was in the early work mentioned above, leaving $32,868.84 as the amount expended on the existing project. Of this latter amount, $22,868.84 was for maintenance. Reference to the preliminary examination of this stream and to a subsequent examination of it is given on page 408 of Annual Report for 1904. Van Buren, Mo., 94.5 miles above the mouth of the river, was taken as the head of navigation when the earlier projects for this river were adopted. Small gasoline boats occasionally ply the river that far up, and rafts are run over the entire river, but Pitmans Landing, near the State line between Arkansas and Missouri and 41- miles above the mouth of the river, is generally spoken of as the head of steamboat navigation. Boats can not reach that point, however, during low- water seasons, the low-water depths of the river being as follows: Three feet from the mouth to Blunts (Johnsons Landing), 25 miles; 2 feet from Blunts to mouth of Little Black River, 7 miles, and 16 inches from mouth of Little Black River to Pitmans Landing, 9 miles. From Pitmans Landing to Doniphan, 12 miles, the head of the work done by snag boats now, the low-water depths are about 12 inches. The range between high and low water at Van Buren is about 16 feet, and this range does not vary much until below the mouth of Lit- tle Black River, when the range increases to 19 feet. During this fiscal year the snag boat Quapaw worked in this river from its mouth up to the mouth of Little Black, and the hand-pro- pelled snag boat Riverside worked over the lower 68 miles of the river. Altogether, the boats removed from the channel 619 snags and cut 939 trees. The river was at a fair boating stage all the year. 516 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Commercial statistics. Black River. Current River. Year ending May 31- Value. Tons. Value. Tons. 1895 ...................................................... $1,085,415 132,433 $362,447 31,205 1896 ....................................................... 891,437 111,278 227,291 29,867 1897 ...................................................... 1,704,799 111,611 581,528 17,078 1898 ...................................................... 788,640 115,612 306,216 52,417 189 ...................................................... 529,336 83,404 239,869 43,050 1900 ....................................................... 966,.61 129,698 578,834 65,043 1901....................................................... 989,635 185,714 234,555 64,102 1902 ....................................................... 919,767 166,213 165,766 37,185 1903 ....................................................... 695, 649 138,181 142,899 45,309 1904...................................................... 1,092,648 191,285 139;119 55,573 1905 ...................................................... 1,004,299 144,065 409,297 74,048 1906 ....................................................... 625,985 139,384 152,216 47,704 1907 ....................................................... 692,968 107,914 226,655 48,486 1908 ....................................................... 517,905 140,826 115,398 27,696 Logging and kindred industries furnish the bulk of the steamboat commerce. Of the commerce reported this fiscal year 28 per cent of that on Black River and 93 per cent of that on Current River was rafted saw logs, railway ties, and lumber. Full report was not received from small boats operating in the upper portions of both rivers. The funds now availablb and the amount estimated as being needed for the fiscal year ending June 30, 1910, will be applied to operating and maintaining snag boats. BLACK RIVER. July 1, 1907, balance unexpended -------------------------------- $12, 343.15 June 30, 1908, amount expended during fiscal year for maintenance of improvement - 6, 322. 73 July 1, 1908, balance unexpended --------------------------------- 6, 020.42 July 1, 1908, outstanding liabilities ------------------------------- 230. 73 ------------------------------------ July 1, 1908, balance available_ 5, 5789. 69 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908-------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CURRENT RIVER. July 1, 1907, balance unexpended---------------------------------$5, 029.15 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 3, 062.99 July 1, 1908, balance unexpended --------------------------------- 1, 1966. 16 July 1, 1908, outstanding liabilities ------------------------------- 64.00 July 1, 1903, balance available ----------------------------------- 1, 1902.16 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908_-------------------------------------- (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. * See consolidated money statement on page 517. RIVER AND HARBOR IMPROVEMENTS. 517 CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $17, 372. 30 June 30, 190S, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 9, 385. 72 July 1, 1908, balance unexpended --------------------------------- 7, 986. 58 July 1, 1908, outstanding liabilities ------------------------------- 294.73 July 1, 190S, balance available 691. 85 7,--------------------------- Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexiended July 1, 1908_------------------------------------- 18, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix X 7.) 8. St. Francis and L'Anguille rivers, Arkansas.-(a) St. Francis River.-In its original condition this stream was not navigable'above Lesters Landing at any stage; between Lesters Landing and Marked Tree navigation was possible at high stages only, and below Marked Tree it was difficult at medium and lower stages and impossible at extreme low water. The original project, adopted by act of March 3, 1871, contemplated improvement from the mouth to Wittsburg by snagging operations. For the period 1873-1882 the appropriations were made for this work in connection with White River, Arkansas. By act of June 14, 1880, appropriation was made for improving the river from Wittsburg to Lesters Landing, the project for the expenditure of this appropria- tion- being to cut a channel through " The Lake " and clear the river of obstructions by snagging operations. Appropriation made by act of July 5, 1884, was the first separate appropriation for the entire river. The act did not state the limits within which it was to be applied. Under it snagging operations were carried on to the town of St. Francis, Ark., and several of the sloughs or side channels were closed. When the improvement of St. Francis River, Missouri, was begun (act of August 11, 1888), Kennett, Mo., was taken for the upper limit of this work, making the existing project removal of logs, drifts, and snags from the channel, and overhanging timber from the banks from the mouth to Kennett, Mo., and closing the chutes and sloughs in the Sunk Lands, so as to make the river navigable at high stages to Kennett, Mo., at medium stages to Marked Tree, and at low stages to a point 30 miles below Madison, Ark., the estimated cost being $8,000 annually. (b) L'Anguille River.-By acts of June 18, 1878, March 3, 1879, and June 14, 1880, a total of $17,000 was appropriated for snagging operations on L'Anguille River to Marianna. This was finally ex- pended in fiscal year ending June 30, 1887. Act of June 13, 1902, revived this work and included it with St. Francis River. There has been expended on these rivers to June 30, 1908, $108,- 459.22. This amount, however, does not include the expenditures on St. Francis River while it was combined with White River, as said expenditures can not be determined. By the early operations the St. Francis River between Wittsburg and Lesters Landing was improved to such an extent that boats could reach the latter-named place on the same stage as they could the former. By subsequent operations the period of navigation below 518 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Wittsburg was lengthened about two months, and above Lesters Landing a fair high-water channel was made. The improvements thus made below Wittsburg have been maintained. No effort is being made to maintain those above Marked Tree, the commerce in that portion of the river not warranting any expenditures at this time. During periods of low water neither stream is navigable, there not being sufficient depth of water over the shoals. Marianna is the head of navigation on L'Anguille River. The head of navigation on St. Francis River is near Wappapello, Mo., about 100 miles above Ken- nett, Mo., the upper limit of the portion of the river covered by this project. Lying between Kennett, Mo., and Foot of Lake, 80 miles below, are the Sunken Lands of the St. Francis, one vast swamp, through which the river flows in several channels, none of which is well defined and all of which are more or less obstructed and fre- quently blocked. Lesters Landing is 34 miles above Foot of Lake and is the practicable head of navigation on the St. Francis River in Arkansas. Boats can pass between it and Kennett, Mo., only dur- ing high stages, and then only with great difficulty. The range between high and low water of St. Francis River at Les- ters Landing is about 3 feet. This increases to 16 feet at Marked Tree, and this range is probably the maximum that would exist at any point below there were it not for the backwater from the Missis- sippi River. At Madison the extreme range is about 33 feet, and at the mouth of the river it is about 55 feet. Reference to examination and survey of these rivers with a view to improvement by means of locks and dams is given on page 410 of Annual Report for 1904. Reference to report of examination of St. Francis River from its mouth to St. Francis, Ark., will be found on page 460 of Annual Report for 1906. During the year the snag boat A. B. Johnson worked from the mouth of St. Francis River to the mouth of Tyronza River, removing 776 snags, cutting 4,103 trees, and breaking up 31 drifts. Commercial statistics, year ending May 31. Year. Tons. Value. Year. Tons. Value. 1894......................... 19,763 $98,375 1902 ......................... 85,831 $269,190 1895......................... 3, 107 321,439 1903 ........................ 88,035 294,495 1896......................... 67,740 401,457 1904 ........................ 119,172 423,469 ]897......................... 97,348 1,117,891 1905........................142,098 590,560 1898......................... 23,819 237,481 196 ........................ 137,319 472,257 1899......................... 27, 892 315. 459 1907 ........................ 151,015 833 397 190 ......................... 45,065 194,237 1908 ........................ 286,820 1, 376,757 1901 ......................... 57,102 272,609 Saw logs and rough lumber made up 97 per cent of the tonnage re- ported this year, and 33 per cent of the tonnage was saw logs floated with the current. The balance available July 1, 1908, will be expended in mainte- nance of the channel by snagging operations. The amount estimated as needed during the fiscal year ending June 30, 1910, is for snagging operations. RIVER AND HARBOR IMPROVEMENTS. 519 July 1, 1907, balance unexpended ------------------------------ $12, 152. 26 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 5, 374.29 July 1, 1908, balance unexpended-------------------------------- 6, 777.97 July 1, 1908, outstanding liabilities ------------------------------- 133. 85 July 1, 1908, balance available ----------------------------------- 6, 644.12 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908------------------------------------- 9, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix X 8.) EXAMINATIONS REQUIRED BY RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Pursuant to a requirement in section one of the river and harbor act of March 2, 1907, a Board of Engineers has been appointed to make an examination of Arkansas River to Muscogee, Indian Terri- tory, with a view to ascertaining whether any feasible or desirable plan can be devised for the improvement of the whole of said river to Muscogee or any portion thereof. The Board's report will be duly submitted. The Board was also charged with the duty of investigating con- ditions on the Arkansas River at Pine Bluff and White River at Augusta Narrows, required by the river and harbor act of March 2, 1907, and has reported that the protection of the banks and rectifica- tion of the river at the points named is directly and necessarily re- quired in the interest of navigation. This report will be duly sub- mitted with the Board's report on examination of the Arkansas. The local officer was also charged with the duty of making prelim- inary examination and survey of Saline River, Arkansas, provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE ST. LOUIS, MIS- SOURI, DISTRICT. This district was in the charge of Col. Clinton B. Sears, Corps of Engineers, to Januar- 28, 1908, and in the temporary charge of Capt. G. R. Lukesh, Corps of Engineers, since that date. Division engineer, Col. W. H. Bixby, Corps of Engineers, since February 15, 1908. 1. Removing snags and wrecks from the Mississippi River below the mouth of the Missouri River.-Before this work was originally begun the navigation of the river was seriously obstructed by num- erous snags, logs, etc., which had lodged in the channel, and to which additions were made with each rise of the river. A large number of wrecked flatboats, barges, steamboats, and other river craft also ob- structed the navigable channels, menacing life and property. For the removal of these obstructions appropriations were made as early as 1824. The project adopted consisted of building boats suit- able for removing snags, logs, drift heaps, wrecks, etc., and operating them whenever the stage of river was favorable and funds were avail- 520 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. able, and in cutting trees from caving banks to prevent their falling into the river and becoming obstructions to navigation. The existing project is a continuation of the plan adopted in 1879, when the first specific appropriation for removing snags, wrecks, etc., from the Mississippi River was made by the rivet and harbor act approved March 3, 1879. Specific appropriations or allotments were. made for this work each year thereafter, except 1883, 1885, and 1887, but in 1888, by section 7 of the river and harbor act of August 11, 1888, a continuous annual expenditure of $100,000, or as much thereof as might be necessary, was authorized for the maintenance of this service, and this amount has been available each year since to the present time. No modification of the project has been made since its adoption, the plan being continuous, new obstructions being brought down by each flood in the river, and so much of the continuous appropriation as may be required each year will be applied to their removal. The amount expended upon this work prior to June 30, 1872, can not now be ascertained, for the reason that during that time and to March 3, 1879, appropriations were made in lump sums, principally under the titles of " Improvement of Mississippi, Missouri, and Arkansas rivers," to be applied to several streams as their needs or the terms of the laws required, and the available records do not show the amount applied to each stream. The approximate amount expended from July 1, 1872, to June 30, 1880, was $493,437.23, and the definitely known amount expended from July 1, 1880, to June 30, 1908, was $2,103,956.82, making the total of approximate and known expenditures to date $2,597,394.05. From March 28, 1868, the earliest date of available record of work doie, to June 30, 1908, 91,838 snags were pulled, 58 wrecks and 609 drift piles were removed, and 441,664 trees were cut, greatly improv- ing the river and lessening the dangers of navigation. Two steel-hull snag boats were engaged in removing the obstruc- tions to navigation between the mouth of the Missouri River and New Orleans, La., a distance of about 1,270 miles. During the year 3,744 snags were destroyed. 19 drift piles and 6 wrecks were removed, 5,175 trees were cut, and 20,811 miles patrolled. A part of the funds appropriated for the removal of obstructions was expended in the partial removal of Beaver Dam rock, an ob- structive and dangerous rock lying in mid-channel about 1 mile below Commerce, Mo. A beginning was made upon this work, which can only be done economically at low and favorable river stages, and it will be continued until completed as opportunity offers and funds are available. For information as to the commerce benefited by this work, refer- ence should be made to the commercial statistics in the report upon improving the Mississippi River between the Ohio and Missouri rivers and in the reports of the Mississippi River Commission and the district officers thereunder. The amount expended during the year was $97,889.35. (See Appendix Y 1.) 2. Mississippi River between Ohio and Missouri rivers.-In its original condition the navigable channel of this section of the Mis- sissippi River had a natural depth in many places of only 3 to 4- RIVER AND HARBOR IMPROVEMENTS. '521 .feet at low water. The main channels were divided by islands and bars, which formed chutes and sloughs and secondary channels, through which a considerable part of the volume of the flow was diverted, to the detriment of navigation. The first effort to improve this condition was begun in 1872 and was continued for a number of years as appropriations were made, the works of improvement consisting of dikes and dams of brush and stone to confine the low-water volume in the vicinity to a single channel and of revetments to hold and preserve the banks where it was deemed necessary or advisable to do so. The project followed in latter years and up to the present time has been that adopted in 1881, approved by letterof the Chief of Engi- neers dated March 31, 1881, contemplating the confinement of the flow of the river to a single channel having an approximate width below St. Louis of 2,500 feet at bank-full stage, the natural width in many cases being a mile or more at mean high water; this result to be secured by closing sloughs and secondary channels and by building out new banks where the natural width is excessive, using for the purpose permeable dikes or hurdles of piling to collect and hold the solid matter carried in suspension or rolled on the bottom by the river; the banks, both new and old, to be revetted or otherwise pro- tected where necessary to secure permanency. Modifications of the project in the river and harbor acts of 1896 and 1902 provided that, pending the completion of the permanent improvement, the low-water channel be improved each season by the use of dredges arid other temporary expedients. By report of a Board of Engineers in 1903 the cost of the work remaining to be done was estimated at $20,000,000, with annual expenses of $400,000 for maintenance, but it was hoped that the cost mig! 5be materially reduced by a more extensive use of dredging, which was made one of the recommenda- tions. (See Annual Report of the Chief of Engineers for 1904, p. 2144 et seq.) The river and harbor act of March 3, 1905, made a radical depar- ture from the project of 1881, above outlined, confining the work of improvement to dredging and authorizing the construction of two additional hydraulic dredges of the most approved type, which will be available during the coming low-water season. This change of plan threatened to put an end to the work of per- manent improvement, but by joint resolution of Congress approved June 29, 1906, the Secretary of War was authorized, in his discretion, to expend any portion of the balance then remaining to the credit of this improvement for the repair or completion of improvements already under way or for the construction of other works in accord- ance with general plans already made or approved, provided that such expenditures should be made only for improvements useful for purposes of navigation. The river and harbor act of March 2, 1907, reaffirmed dependence upon dredging as the principal means of improvement, and, as sub- sidiary thereto, provided also for the maintenance and repair of existing works of permanent improvement, and finally for the con- struction of similar works with any portion of the appropriation not necessary for the accomplishment of the purposes first named. The allotment, however, was reduced to about -0 per cent of that hith- erto usual. Continuing contracts to the amount of $750,000, of which 522 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $500,000, is yet to be appropriated, were authorized and the expendi- ture in each year limited to $250,000 approximately. Increase is not now recommended, as the amount fixed upon prac- tically indicates the will of Congress until after report of the special survey, for which separate provision was made, having in view an examination and discussion of a plan to be recommended for the future improvement of a part of the river, including this section. The object of the previous and present plans of improvement is to obtain and maintain a minimum depth at standard low water of 6 feet from the mouth of the Missouri to St. Louis and of 8 feet from St. Louis to the.mouth of the Ohio. The amount expended to June 30, 1908, was $12,376,301.59, exclu- sive of $180,000 allotted by acts to projects for improvement between the Illinois and Missouri rivers, including Alton Harbor. The result of the expenditure of this amount has been the partial improvement of the entire extent of the river from St. Louis to Cairo. The new appropriation asked for is the estimated expenditure for one year only, and should be increased by authorization under con- tinuing contracts for other years by at least the same sum annually until the new plan is authorized by Congress. It is proposed to expend the new appropriation asked for in dredg- ing and in such temporary and permanent channel improvements as may be necessary and authorized by law. The amount expended during the figcal year ending June 30, 1908, was $464,470.78, and includes $102,710.89 expended for dredging. The total amount thus far expended for temporary channel improve- ments is $1,032,778.47, much of which has been for plant that is now on hand and available for future work. The approximate value of this plant is $414,031.99. This improvement has probably had a beneficial influence on freight rates, as the rates to localities reached by water are well known to be lower than those remote from this advantage, but an accurate estima- tion of such effect is impracticable. During the past year there was maintained a channel depth of 8 feet during the entire season when unobstructed by ice, except in November when, for short periods at severalpla-ces,the-ept s were 7 feet until dredges could be brought into action upon these shoals, when the required depth was quickly obtained. The river at St. Louis reached a high-water stage of 30.9 feet above standard low water (4 feet St. Louis gauge) on June 20, 1908, and a low-water stage of 2.3 feet below standard low water on February 4, 1908. With the present appliances and such others as are authorized for the temporary improvement of low-water channels it is expected that a navigable depth of about 8 feet can be maintained between St. Louis and Cairo during all stages of river open to navigation. Recapitulation of commercial statistics. 1904. 1905. 1906. 1907. Tons. Tons. Tons. Tons. Receipts and shipments at St. Louis .............. 377,935 370, 425 Transferred by ferries at St. Louis .................... Shipped from landings between St. Louis and Cairo. 6,080, 109 43,672 6,684,949 9, 416,855 374,978 368,075 8,905,542 69,729 62,238 65,467 Total ........................................ 6,50i, 76 7,i25, i03 7,854, 071 9,339,084 RIVER AND HARBOR IMPROVEMENTS. 523 July 1, 1907, balance unexpended -------------------------- $577, 581.60 Amount appropriated by sundry civil act approved May 27, 1908 250, 000. 00 June 30, 1908, miscellaneous receipts ------------------------- 13, 593. 04 841, 174. 64 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $68, 061.21 For maintenance of improvement ------------- 396, 409. 57 a 464, 470. 78 July 1, 1908, balance unexpended --------------------------- 376, 703.86 July 1, 1908, outstanding liabilities --------------------------- 21, 709.98 July 1, 1908, balance available----------------------------- 354, 993.88 July 1, 1908, amount covered by uncompleted contracts --------- 68, 738. 17 Amount (estimated) required for completion of existing project- 17, 751, 654. 55 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908--------- 250,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix Y 2.) IMPROVEMENT OF RIVERS AND HARBORS IN THE ROCK ISLAND, ILLINOIS, DISTRICT. This district was in the charge of Maj. C. S. Riche, Corps of Engi- neers. Division engineer, Col. W. H. Bixby, Corps of Engineers. 1. Operating snag boats and dredge boats on Illinois and upper Mississippi rivers.-By the river and harbor act of August 11, 1888, rovision was made for securing the uninterrupted work of snag oats and dredge boats on the upper Mississippi River under a per- manent appropriation, the sum so expended not to exceed $25,000 annually. By river and harbor act of March 2, 1907, the annual appropri- ation for operating snag boats on the upper Mississippi River was made available for similar purposes on the Illinois River from its mouth to Copperas Creek. During the past fiscal year the snag boat David Tipton (formerly Colonel A. Mackenzie) was employed from July 1 to November 2, 1907, and from May 7 to June 30, 1908, in removing snags and other obstructions, and otherwise assisting the interests of navigation in the upper Mississippi River between Minneapolis and the mouth of Missouri River. The Illinois River was not visited by the snag boat during the fiscal year on account of continuous high water in that stream. The U. S. hydraulic dredge Hecla was employed September 25 to October 31, 1907, in removing obstructions at the steamboat landing at Keokuk, and from May 1 to 8, 1908, in similar work at Fort Madison. The Davis, hydraulic dredge, hired by the Government, was en- gaged during a portion of June, 1908, in removing deposits above Moline Lock. aDeduct $13.25 expended during the year on account of inspections for the Isthmian Canal Commission, leaving net amount of $464,457.53 expended upon the improvement. 524 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended for snag-boat service to June 30, 1908, was $1,024,584. The total quantity of freight transported on the upper Mississippi River during the calendar year 1907 was about 3,919,440 tons, and the ton-miles 532,899,223; in 1906, 3,847,319 tons, and 698,031,841 ton- miles. The amount expended during the fiscal year ending June 30, 1908, was $25,000. (See Appendix Z 1.) 2. Mississippi River between Missouri River and Minneapolis, Minn.-Between Missouri River and St. Paul, Minn.-Under this head is carried on the improvement of through navigation and also such special harbor or levee work as is provided for by Congress. Systematic work was begun in 1878, and such good results have been secured as to demonstrate that with a continuance of operations under liberal appropriations the low-water channel of the Mississippi River between St. Paul and the Missouri River can be made sufficiently deep, available, and permanent to satisfy the demands of commerce. The original condition of the channel between the Missouri River and St. Paul was such that in low stages the larger boats were unable to proceed farther upstream than La Crosse or Winona, and in many seasons at points much lower down their progress was checked or seriously hindered. The original project for the improvement, adopted in 1879, pro- posed the contraction of the channel or waterway by means of wing and closing dams, to such an extent as, by means of the scour caused, to afford a channel of sufficient width and of a depth of 44 feet at low water. For this project no estimate was ever made. There was expended under the original project and the provisional modified project of 1897 to June 30, 1908, $12,099,152.38, of which about $725,000 was applied to maintenance. At that date and for many years previous the condition of the channel was such as to permit the passage of the largest river boats at very low stages to St. Paul. It should be noted that of the amount above stated, $1,058,000, has been expended for harbors and levees not connected w- annel improvment, anidiththeere-s still available for these pur- poses $10,050.35. The existing project, for the purpose of ultimately securing and maintaining a depth of 6 feet, was adopted by Congress March 2, 1907, and is given in full with detailed estimate in House Document No. 341, Fifty-ninth Congress, second session. It provides for fur- ther contraction of the channel, for auxiliary dredging, for a lateral canal at Rock Island Rapids and deepening Des Moines Rapids Canal, for repairs to existing work and for maintenance during con- struction. The estimate of cost, which does not include work be- tween St..Paul and Minneapolis, is $20,000,000, provided it be com- pleted within twenty years, and for care and maintenance after com- pletion, $300,000 per annum. The said act appropriated $500,000, and authorized contracts for prosecuting this work to the amount of $1,500,000 additional, of which $1,000,000 is yet to be appropriated, and limited the cost of work for each year to $500,000 for three years. To June 30, 1908, the amount expended on this project was $369,483.69. RIVER AND HARBOR IMPROVEMENTS. 525 During the past year work has been carried on by hired labor and use of Government plant at Beef Slough bar, at Pine Island Bend, in vicinity of mouth of Zumbro River, in vicinity of Winona, at Dresbach Island, at River Junction, in Guttenberg channel, at Rock Island Rapids, at Clarksville and Elsah, and under formal contract at Horse Island, at Buffalo, at Andalusia, above New Boston, at Tully Island, at Curtis Point, and Fabius Island. At all localities where work was performed good results were obtained. With the expenditure during the past year an increased depth was obtained at several localities. Needed repairs were made to dams and shore protections that were broken, settled, or otherwise damaged. The maximum draft that could be carried June 30, 1908, from the Missouri River to St. Paul, 658 miles, at mean low water (stage 1.5 above extreme low water), was, as nearly as could be ascertained, 4.5 feet. During the past year, on account of prevailing high stages of the river, there has at no point been less than 7 feet in the channel, except at the Des Moines Rapids Canal. The navigation interests are important, especially those pertaining to logs and lumber. The amount of freight carried during the season of 1907, was about 3,919,440 tons, having an approximate valuation of $39,563,669, the tonnage being about 3 per cent, and the valuation 15 per cent more than in 1906. The number of ton-miles was 532,899,222. The amount estimated as a profitable expenditure is to be used in the continuation of improvement work in accordance with the 6-foot project adopted by Congress, March 2, 1907, for the purpose of ex- tension of benefits of navigation. It is the estimated expenditure for one year only. An instance of the effect of river improvement and water compe- tition on freight rates applying to that portion of the Mississippi River in question, taken from report of Upper Mississippi River Improvement Association of 1905, is here given: A comparison of freight rates between points having water competition and an inland point. Classes. From- To- Miles. Route. 1. 2. 3. 4. 5. St. Louis .............. St. Paul .......... 573 Rail .... $0.63 $0.52 k $0.42 30.26 $0.21 Do ......... .... ..... do ............ 729 Boat.... .40 .34 .27 .17 .14 Do ................ Oklahoma......... 543 Rail .... 1.30 1.09 .97 .84 .67 Other instances collected by the office in 1908 regarding canned goods in boxes, a medium class of freight, are: Rate per From- To- Miles. Route. hundred- weight. Cents. Rock Island......................... La Crosse................ 219 at.......... Ra215.0 1 283 Ral............1.6 Do........................Burlington................ 38Bat........... 11.60 While it is not claimed that river improvements are solely respon- sible for the great differences in freight rates above shown, it is well 526 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. known that wherever water competition exists, whether by river, canal, or lake, its effect on freight rates is always beneficial to the public, and that so long as the navigation of the Mississippi River is practicable and somewhat in proportion to the feasibility of that navigation, such benefits will accrue, even if but little river commerce is actually carried on. It is noted that the rate charged by the railroads on both banks of the river on freight from St. Louis to St. Paul is about 50 per cent greater than that charged by steamboats, and that the railroad rate to an inland point having no water competition, but at about the same distance, is more than 200 per cent greater. The same ratio prevails for lesser distances. A classification of the freight carried by steamboats in 1905 was found impracticable, but on the least favorable showing above given (fifth class) the saving was $0.07 per 100 pounds for 600 miles, or $0.00233 per ton-mile, which amounts in round numbers to $1,600,000 for that year. It is to be remembered that benefit also accrues to the public in the reduction of rates on freight carried by rail, the amount of which freight, although not definitely known, is thought to be much greater than that carried by boats. Were the improve- ment of the river to be abandoned and no further navigation prac- ticable, the loss to the public during each year, on the basis of the rates to inland points, would be several millions. The continued prosecution of the improvement to a greater extent than in recent years seems advisable, in order that the condition of the river for through navigation be maintained and gradually improved. It is not anticipated that any further material reduction in freight rates on the adjacent railways will thus be had, but there would be danger that any lessened efficiency of the river for navigation would soon result in an increase in freight rates on adjacent railways, and the volume of freight that might thus be affected is so great that a very small increase on these rail rates would annually exceed in total amount the recent annual appropriations for the improvement of the portion of river in question. For repairing, enlarging, and strengthening the Warsaw to Quincy levee, and for protecting the bank of the river adjacent, there has been expended to June 30, 1908, $105,500. This levee is 39 miles in length, running along the east bank of the Mississippi River, and was built by property owners. In May, 1908, a dam was constructed and 1,450 linear feet of shore protection raised to top of bank, and the balance of the appropriation was expended. For constructing, repairing, and revetting the Flint Creek to Iowa River levee and for protecting adjacent river bank there has been expended to June 30, 1908, $299,556.48. This levee runs from a point about 7 miles up the Iowa River down the west bank of that river and of the Mississippi River to Flint Creek, near Burlington, Iowa. No work was done during the year. For dredging Quincy Bay there has been expended to June 30, 1908, $129,481.36, and for Quincy Bay and bar at Quincy, $26,178.21 additional. No work was done during the year. For the construction of a harbor of refuge below Davenport, Iowa, there has been expended to June 30, 1908, $13,068.05, for raising and repairing the dam at the head of Rockingham Slough, dredg- RIVER AND HARBOR IMPROVEMENTS. 527 ing, sinking cribs, and driving piles. No work was done during the year. For channel at Clinton, Iowa, there has been expended to June 30, 1908, $25,000, the entire amount of appropriation. No work was per- formed during the past year, but that done in the previous year and previously reported was paid for in July, 1907. For the channel and harbor at Hannibal, Mo., there has been ex- pended to June 30, 1908, $14,762.67. No work was done during the past year. For the harbor at Muscatine, Iowa, there has been expended to June 30, 1908, $43,148.60. Considerable dredging was done during the year both above and below the high bridge. For the harbor of refuge at Pepin, Wis., on Lake Pepin, there has been expended to June 30, 1908, $20,554.66. No work was done dur- ing the past year on account of high water. For dredging at harbors and landing places there has been ex- pended to June 30, 1908, $37,842.51. Satisfactory work was done during the past year at La Crosse, Dubuque, Fulton, Moline, Anda- lusia, and Hamburg. July 1, 1907, balance unexpended-- $713, 430. 18 Amount appropriated by sundry civil act of May 27, 1908 . ---- 500, 000.00 Receipts from sales- --------- ---- - 126. 71 1, 213, 556. 89 June 30, 1908, amount expended during fiscal year for works of improvement------------------------------------------572, 863. 52 July 1, 1908, balance unexpended6---------------------------- 40, 693.37 July 1, 1908, outstanding liabilities---------------------------53, 974. 23 July 1, 1908, balance available----------------------------- 586, 719. 14 July 1, 1908, amount covered by uncompleted contracts --------- 102, 669.20 Amount (estimated) required for completion of existing project- 19, 000, 000. 00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ..------------------------- 500,000.00 1jubmitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix Z 2.) 3. Operatingand care of Des Moines Rapids Canal and dry dock.- During the past fiscal year the Des Moines Rapids Canal was open for navigation two hundred and forty-three days, during which time there passed through it 1,290 steamboats and 223 barges, carrying 28,247 passengers, 11,448 tons of merchandise, and 200 bushels of grain. There also passed through the canal 3,640,640 feet B. M. of lumber, 3,200,000 feet of logs, 1,000,000 shingles, and 1,000,000 laths. This statement is much less than that of the previous year, but is of little value, as on account of prevailing high stages of water during this and the four previous years most of the rafts and many boats have passed over the rapids instead of through the canal. The draft afforded by the *canal is 5 feet at extreme low water, which may be increased to 6 at high stages. There are three locks, having an available length of 325 feet and width of 78.5 feet. The dry dock was in constant use during the entire year. 528 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The cost of operating and care of the canal is provided for by an indefinite appropriation made by act of July 5, 1884. The total expenditures to June 30, 1908, amounted to $1,304,018.18, of which $42,007.60 was expended during the past year. (See Appendix Z 3.) 4. Mississippi River at Moline, Ill.-The river and harbor act of March 3, 1905, adopted a definite project for improving Mississippi River at Moline, Ill., by excavating a channel 250 feet wide and 4 feet deep at low water from the city of Moline, Ill., to the head of the so-called arsenal dike above the city, and a similar channel con- necting with the main river by means of a lock and dam at the foot of Benhams Island opposite the city, at an estimated cost of $386,000, and $10,000 annually for operation, care, and maintenance. The entire amount of the estimate has been appropriated. The amount expended td June 30, 1908, is $369,969.70. The lock was practically completed and opened to navigation December 23, 1907. The completion of rock excavation in upper approach remains to be done. It is thought that no further appropriations will be necessary. For reference to the approved project, see annual report of the Chief of Engineers for 1905, page 429. July 1, 1907, balance unexpended ------------------------------- $150, 647. 71 For refundment of overpayment--------------------------------- 1.25 150, 648.96 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------------------------------------- 134, 618. 66 July 1, 1908, balance unexpended -------------------------------- 16, 030.30 July 1, 1908, outstanding liabilities ----------------- 471. 41 July 1, 1908, balance available ---------------------------------- 15, 558. 89 (See Appendix Z 4.) 5. Operating and care of lock at Moline, Ill.-This lock, which admits boats to Moline and also forms a link in the 6-foot channel improvement of Rock Island Rapids, was formally opened to navi- gation December 23, 1907. It was immediately closed for the winter and reopened March 18, 1908. During the past fiscal year the lock was in use one hundred and five days, during which time there passed through it 1,534 boats and barges, carrying 19,247 tons of freight and 4,054 passengers. The draft afforded by the lock is 6 feet at extreme low water. It has an available length of 325 feet and width of 80 feet. The cost of operating and care of Moline Lock is provided for by an indefinite appropriation made by act of July 5, 1884. The expenditures to June 30, 1908, amounted to $4,799.03, and were incurred during the past year. (See Appendix Z 5.) 6. Operatingand care of Illinois and M;ssissippi Canal around the lower rapids of Rock River at Milan, Ill.-This portion of the canal is 4 miles in length, surmounting a fall of 18 feet, and was formally opened to navigation April 17, 1895. During the past fiscal year the canal was in use two hundred and fifty-eight days, during which time there passed through it 2,165 boats and barges, carrying 794 tons of freight and 6,661 passengers. RIVER AND HARBOR IMPROVEMENTS. 529 The commercial traffic was about one-fifth of that of the previous year. The draft afforded by the canal is 7 feet. The locks, 3 in number, have a length of 170 feet between miter sills and a width of 35 feet. The cost of operating and care of the canal is provided for by an indefinite appropriation made by act of July 5, 1884. SThe expenditures to June 30, 1908, amounted to $109,070.38, of which $13,428.19 was expended during the past year. (See Appendix Z 6.) 7. Illinois and Mississippi Canal: Im provement of Rock River pool.-Work commenced in the early part of 1907 was completed later in the year under a project and an allotment from the appropria- tion for construction of the canal for improving the reach of Rock River, extending from Lock 29 to Lock 35. This project provides for a channel 80 feet wide and 5 feet deep at low water by means of rock excavation and ordinary dredging of sand and gravel. Dipper dredges Apache and Ajax were employed, the former three months, the latter one month, in removing broken rock, blue clay, and bowlders, and about 25,000 cubic yards of material was taken out. About 900 linear feet of the channel has a width of only 65 feet. The amount expended during the year is $10,113.27; the total expended to June 30, 1908, being $20,000. (See Appendix Z 7.) 8. Operating and care of Galena River improvement, Illinois.- This improvement, consisting of a lock and dam in the Galena River, was purchased by the United States in March, 1894, under provisions of the act of September 19, 1890, at a cost of $100,000. During the past fiscal year the lock was open for navigation two hundred and thirty days, in which time there passed through it 2,891 boats and barges, carrying 11,408 passengers and 3,874 tons of mer- chandise, which traffic was about equal to that of the previous year. The draft that can be carried at extreme low water is 2 feet, as limited by the depth on the lower miter sill of the lock, which has an available length of 280 feet and width of 52 feet. The cost of operating and care of the improvement is provided for under an indefinite appropriation made by act of July 5, 1884, and the amount expended to June 30, 19089 is $76,907.44. The amount expended during the year is $4,000. (See Appendix Z 8.) IMPROVEMENT OF RIVERS AND HARBORS IN THE ST. PAUL, MINNE- SOTA, DISTRICT. This district was in the temporary charge of Capt. E. H. Schulz, Corps of Engineers, to September 4, 1907, and in the charge of Maj. Francis R. Shunk, Corps of Engineers, since that date. Division engineer, Col. W. H. Bixby, Corps of Engineers. 1. Mississippi River between St. Paul and Minneapolis, Minn.- This section of the Mississippi River from the Chicago, St. Paul, Minneapolis and Omaha Railway bridge in St. Paul to Washington Avenue Bridge in Minneapolis, is 11.4 miles long. Before improve- 57101--ENG 1908-34 530 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment, boats drawing 3 feet could go up at ordinary low water as far as the mouth of the Minnesota River, 2.66 miles above the Chicago, St. Paul, Minneapolis and Omaha Railway bridge. From the Minne- sota River to the present site of Dam No. 2, a distance of 6.56 miles, there was a channel about 21 feet deep, but on account of the velocity of the current upstream freighting was difficult and unprofitable. From this point to the Washington Avenue Bridge, a distance of 2.18 miles, the depth was not more than 2 feet at ordinary low stage, and the velocity such as effectually to prevent navigation. Before 1894 work was done in this part of the river under allotments from the appropriations for " Improving the Mississippi River from the land- ing on the west bank below the Washington Avenue Bridge, Minne- apolis, to the Des Moines Rapids." A total amount of $59,098.70 was thus expended in dredging, bank protection, and construction of wing dams. As a result considerable improvement was made in the navi- gable reaches, but the limits of navigation were not extended. In 1894 a separate project was adopted for the Mississippi River between St. Paul and Minneapolis. It provided for two locks and dams: One (No. 1) just above the mouth of Minnehaha Creek, and 3.68 miles above the Minnesota River, to have a lift of 13.3 feet; another (No. 2) 2.88 miles above No. 1 and 2.18 miles below Wash- ington Avenue Bridge, Minneapolis, to have a lift of 13.8 feet. The lock chambers were to be 80 feet by 334 feet, and the depth on the lower miter sills 5 feet at low water. This project was modified by the act of March 2, 1907, which requires a channel depth of 6 feet instead of 5 feet. This will make it necessary to increase the lifts of the two dams, and to take meas- ures for increasing the depth on the lower miter sill of Lock No. 1 to 6 feet at low water; but funds for this work have not as yet been provided by Congress. The river and harbor act approved March 3, 1899, authorized the completion of Lock and Dam No. 2, together with Lock and Dam No. 1, under continuing contracts or otherwise, at a total cost, for both locks and dams, of $1,166,457. An increase in the limit of cost to $1,466,000 was authorized by the river and harbor act approved March 3, 1905. This act authorized continuing contracts for the completion of the work in the sum of $299,543, of which $239,543 still remains to be appropriated. The amount expended under this project to June 30, 1908, was $1,061,396.78, of which $2,792.43 was for maintenance. Lock and Dam No. 2 is now completed and has been in operation since May, 1907. Lock No. 1 is about 20 per cent completed, but no work has yet been done on Dam No. 1. The whole project is about 70 per cent completed. Until the completion of Lock and Dam No. 1, the work can not have much beneficial effect on the navigability of the river. The usual variation of level of water surface is about 8 feet, with a maximum variation of about 16 feet. The head of navigation for large boats now is the mouth of the Minnesota River, 2.7 miles above the Chicago, St. Paul, Minneapolis and Omaha Railway bridge in St. Paul. The reach from the mouth of the Minnesota River to Minnehaha Creek, a distance of 3.3 miles, is regularly used by light-draft excursion boats. RIVER AND LHARBOR, IMPROVEMENTS. 531 At the present time the principal commerce is the passage of logs, loose and rafted. During the calendar year 1907, 72,000,000 feet B. M. of logs, approximately 300,000 tons, with an estimated value of $900,000, was floated down the river. The excursion business amounts to about $15,000 per annum. The construction of the two locks and dams will develop a passen- ger traffic between St. Paul and Minneapolis, and is expected to re- duce the freight rate on flour and grain shipped from Minneapolis. It is proposet to expend the amount estimated as a profitable ex- penditure during the fiscal year 1910 in completing Lock and Dam No. 1. July 1, 1907, balance unexpended -------------------------- $293, 897.38 Amount derived from sales --------------------------- ------- 2, 2349. 59 296,246.97 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 128, 823. 97 July 1, 1908, balance unexpended_- -------------------------- 167, 423.00 July 1, 1908, outstanding liabilities -------------------------- 14, 845. 50 July 1, 1908, balance available-----------------------------152, 577.50 Amount (estimated) required for completion of existing project-- 239, 543.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ------------------------------- 239, 543. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A A 1.) 2. Operating and care of Lock No. 2, Mississippi River between St. Paul and Minneapolis, Mlinn.-This lock and dam were completed in 1906, and their maintenance and operation have been provided for since July 1, 1907, by an allotment from the appropriation for " Op- erating and care of canals and other works of navigation." The amount expended to June 30, 1908, is $5,578.45, incurred dur- ing the past year. Lock and Dam No. 2 is the first of a series of two between St. Paul and Minneapolis, Minn., the object of which was to provide slack- water navigation over the stretch of river between Minnehaha Creek and the Washington Avenue Bridge, Minneapolis, Minn. No. 2 is the upper one of the series and was constructed first because naviga- tion on the section above was extremely difficult and hazardous under the most favorable conditions, and virtually impossible at low stages of thb river. Since the completion of this lock and dam the river above is navi- gable up to Washington Avenue Bridge, Minneapolis, for boats draw- ing 5 feet. Until Lock and Dam No. 1 are completed, however, the full benefit of Lock and Dam No. 2 can not be felt, since the river between the two locks is very difficult of navigation in its present condition. During the year 72,000,000, feet B. M. of logs passed the dam. The weight of these logs was about 300,000 tons and their value about $900,000. There were eleven lockages of rafting and excursion boats. (See Appendix A A 2.) 582 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Reservoirs at headwaters of Mississippi River and Mississippi River between Brainerd and Grand Rapids, Minn.-Under this title are included two entirely separate improvements, which are separately considered: (a) Reservoirs at headwaters of Mississippi River.-These works are intended to improve navigable depths on the Mississippi River above Lake Pepin. Before improvement the river was subject to fluc- tuations of level between wide limits and was ofteb unnavigable at low stages. The project adopted in 1880 called for the construction of forty-one reservoirs in Minnesota and Wisconsin to collect surplus water from the precipitation of winter, spring, and early summer, and release it systematically during low water so as to benefit navigation on the Mississippi River. The estimated cost, exclusive of land and flowage easements, was $1,809,083. In compliance with act of Congress of August 5, 1886, the Chief of Engineers, in 1887, recommended that the reservoirs originally con- templated on the St. Croix, Chippewa, and Wisconsin rivers be not constructed. Subsequent acts of Congress have been in accord with this recommendation, and the project is considered as modified to the extent recommended. (See Annual Report of the Chief of Engineers for 1887, pp. 1681 et seq.) The act of March 2, 1907, authorized the construction of a reservoir at Gull Lake, Minnesota, at an estimated cost of $70,000, provided that the necessary land and flowage easements be acquired without cost to the United States. This condition has not been fulfilled. The same act authorized the reconstruction of Sandy Lake dam, without a lock for steamboats, at an estimated cost of $75,000. This provision was amended by section 5 of an act (Public, No. 153) ap- proved May 28, 1908, by striking out the words "without a lock for steamboats." The total expenditure up to June 30, 1908, was $1,429,762.95, of which $638,732.56 was for original construction, $428,903.69 for re- newal and maintenance, $125,390.89 for acquisition of land and flow- age rights, including surveys, and the remainder for operating ex- penses, damages, and contingencies. The sum of $233.65 has been received on account of refundments and the sale of material. Five timber dams were built, at Lake Winnibigoshish, Leech Lake. Pokegama Falls, Pine River, and Sandy Lake. The first four have been rebuilt in concrete, and the building of a new concrete dam at Sandy Lake is now in progress. Title to 6,040 acres of land has been acquired, and flowage rights on 4,328 acres. Since 1898 operations have been confined to the completion, re- newal, and repair of existing works, surveys, and acquisition of neces- sary land and flowage easements. The expenditure as a whole has resulted in benefit during the low- water season to the navigable portions of the Mississippi River from Cass Lake, Minn., to Lake Pepin, and incidentally in the mitigation of the floods in the river above St. Paul. The chief benefit has prob- ably been to commerce on the Mississippi River. from St. Paul down. The effect on freight rates has been considerable, both on the upper river and below St. Paul. Without the reservoirs steamboat trans- RIVER AND HARBOR IMPROVEMENTS. 533 portation would scarcely be possible during low water between Brain- erd and Grand Rapids, and freight would have to be carried by wagons at great expense. It is a fact that railroad freight from St. Paul to St. Louis, a distance of 600 miles, is only 5 per cent higher than'the rate from St. Paul to Chicago, 400 miles; and that steamboat freight rates to river points below St. Paul are in general about one- third lower than those of the railroads. Some portion of this reduc- tion is doubtless due to the reservoirs. (b) Mississippi River between Brainerd and Grand Rapids, Minn.-By act of June 13, 1902, this improvement was added to the project for reservoirs. Work of snagging, bowlder removal, etc., had been done on this part of the river under a project (now expired) for " Improving Mississippi River above the Falls of St. Anthony." The present project contemplates continuation of such work. No estimate of cost has been adopted. Up to June 30, 1908, $19,000.96 had been expended. As a result the channel between Brainerd and Grand Rapids was greatly im- proved by removal of snags, overhanging trees, bowlders, etc. The maximum draft that can be carried at low water on the Mississippi River above Brainerd depends upon the manipulation of the reser- voirs. The amount of water discharged varies with the requirements of navigation, but a depth of 4 feet could probably be maintained throughout the low-water season if necessary. The usual variation in level is about 10 feet. Cass Lake, 283 miles above Brainerd, is the head of navigation. There are two steamboats and several launches operating on the Mississippi River between Brainerd and Grand Rapids. During the season of 1907 these boats carried about 6,000 tons of miscellaneous freight, of an estimated value of $450,000, and about 4,000 passengers. In addition to the above about 26,000,000 feet B. M. of railway ties, cedar poles, and pulp wood, in rafts, and about 275,000,000 feet B. M. of loose logs were floated over this section of the river. The combined weight of the last two items was about 1,055,000 tons and the value about $3,600,000. There are no railroads paralleling the portion of the river under improvement, and inhabitants of the adjacent country are dependent upon the river as a means of transportation. The work of improv- ing the channel has given a safer id more commodious channel, and has doubtless kept down freight rates. Under the whole project no additional appropriations are needed for expenditure during the fiscal year ending June 30, 1910. It is proposed to expend the available funds for building a lock at Sandy Lake, building dikes, acquisition of land, etc. July 1, 1907, balance unexpended -------------------------- $283, 097. 65 Amount derived from sales and refundment____ ----------------------- 195.00 283, 292. 65 June 30, 1908, amount expended during fiscal year for works of improvement------ --------------------------------------- --- 61, 322.91 July 1, 1908, balance unexpended --- 221, 969. 74 July 1, 1908, outstanding liabilities ------------------ 8,630.34 July 1, 1908, balance available--- ------------ --------. 213, 339.40 (See Appendix A A 3.) 534 REPORT OF THE cHIEF OF ENGINEERS, U. S. ARMY. 4. Operating and care of reservoirs at headwaters of Mississippi River.-Before 1894 the expenses of operation were paid from the appropriations for construction. By act of August 18, 1894, the "care, preservation, and maintenance" of the reservoirs were -in- cluded under the appropriation for " Operating and care of canals and other works of navigation." Annual allotments have since been made from that appropriation. The care, preservation, and maintenance of the reservoirs include repairs to dams, dikes, buildings, roads, telephone lines, etc., and the payment of salaries to dam tenders and gauge readers. The reservoirs are operated mainly with a view to the improve- ment of navigation on the Mississippi River, but with due regard to other legitimate interests. Incidentally they are of great benefit in mitigating floods and in regulating the flow of water for power purposes. No definite schedule can be determined beforehand, but the following are the general rules observed in operation: (a) The discharge must not, by operation of the reservoirs, be re- duced below the normal low-water flow of the streams affected. This rule is necessary in the interests of manufacturers. (b) When logs arrive in the reservoirs they must be sluiced through. Transportation of logs by floating is a form of commerce and the main form of commerce on the streams affected by the reservoir. It is dangerous to the dams to allow accumulations of logs so that they must be sluiced through even in times of flood. (c) The winter flow is so regulated as to make room for 39,000,- 000,000 cubic feet of water at the end of winter. This is the amount ordinarily to be expected in the spring floods. (d) From the spring thaw until the dry season of summer (ordi- narily until about July 10) as much water is retained in the reser- voirs as possible, subject to rules (a) and (b). (e)When the gauge at St. Paul has fallen nearly to 3 feet (which reading indicates a channel depth at St. Paul of 5 feet) water is released so as to keep the gauge at this reading. If there is not enough water for this purpose, then the greatest constant depth pos- sible is maintained. (f)When, during the low-water stage, there is not sufficient depth for the steamer plying between AWkin and Grand Rapids and the quantity of water in the reservoirs is sufficient, enough water is re- leased, on request, to make a trip possible. This use of the reservoirs is occasional. The total amount expended up to June 30, 1908, was $251,205.38, of which $16,448.92 was expended during the past year. As a result the river has been maintained during the summers of most years at a navigable stage in its upper portion and from St. Paul to Lake Pepin. Flood heights in the Mississippi have been reduced, often by several feet, and the benefit to manufacturing interests, due to the more uniform flow, has been very great. For capacities of reservoirs, maps of region, and comparison of rainfall and run-off, see Annual Reportfof the Chief of Engineers for 1896, page 1841, and 1905, page 1678. For break in Pine River reservoir, see Annual Reports of the Chief of Engineers for 1896, page 1844, and for 1897, page 2144. For diagrams showing how much water had been stored each year in each reservoir, see Annual Report of the Chief of Engineers for 1900, Part 4, page 2798. For RIVER AND HARBOR IMPROVEMENTS. 535 distribution of liabilities incurred during the fiscal years 1898 to 1905, see Annual Report of'the Chief of Engineers for 1905, pages 1676- 1677. For Report of Board of Engineers upon matters connected with the operation of the reservoirs, see Annual Report of the Chief of Engineers for 1906, Part 2, page 1443. (See Appendix A A 4.) 5. St. Croix River, Wisconsin and Minnesota.-Before improve- ment the ruling low-water depth on the bars above Lake St. Croix was 2 feet. In Lake St. Croix the channel was in most places 8 to 10 feet deep, but narrow and tortuous. The project was adopted in 1875, and amended as to estimates of cost in 1882 and 1889. By act of June 3, 1896, the improvement of the harbor and water. front of Stillwater was added to the project. The end sought was to provide a commodious channel 3 feet deep at low water from Taylors Falls to the Mississippi River, a distance of 52.3 miles, and to give adequate harbor facilities at Stillwater. This was to be done by means of dredging in Lake St. Croix and at Stillwater and by dredging and contraction works above Lake St. Croix. The estimate of cost, as finally modified, was $136,700. The project was completed in 1900. Since that time work of maintenance has been done. The appro- priations have not been sufficient to accomplish all that was desired, and the channel above Lake St. Croix has deteriorated so as to be scarcely navigable at low stages. This deterioration is mainly due to the choking of the river by snags and sunken logs. The amount expended to June 30, 1908, was $146,967.26, of which the amount spent since 1900, $15,557.76, was for maintenance only. Regular appropriations of $3,600 per annum are needed for the maintenance of this improvement. The maximum draft that could be carried June 30, 1908, at low water was 3 feet at and below Stillwater. Above Stillwater it was not more than 2 feet. Taylors Falls, about 52 miles from its mouth, is the head of navigation on this stream. The usual variation of level of water surface is about 6 feet. The commerce of this river is chiefly in logs which are floated loose to Stillwater, Minn., and rafted below that place. About 78,000,000 feet B. M. of loose logs were floated during the season of 1907, their weight being about 273,000 tons 'and their value abot $936,000. About 60,000,000 feet B. M. of logs and manufactured lumber, 15,000,000 laths, and 6,000,000 shingles were rafted below Stillwater, nine steamboats being engaged in these operations. One steamboat made daily trips during the season between Osceola, Wis., and Taylors Falls, Minn., carrying passengers and a little freight, but no information could be obtained of the amount of business done. A gasoline passenger launch made daily trips, whenever the state of the river would permit, between Stillwater and Taylors Falls. About 1,800 passengers were carried during the season. No freight to speak of has been carried on the river in recent years. The work done has had no effect on freight rates. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year 1910 to dredging and the repair of wing dams, such work being necessary to make previous improvements available. 536 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reports on examinations of this river have been published as follows: Ordered by act of June 23, 1874, Ex. Doc. No. 75 (part 6) 43d Congress, 2d sess.; report dated January 26, 1880, Report of the Chief of Engineers for 1880, p. 1661; ordered by river and harbor act of September 19, 1890, Annual Report of the Chief of Engineers for 1891, p. 2218; ordered by river and harbor act of March 3, 1899, Annual Report of the Chief of Engineers for 1900, p. 2837; ordered by river and harbor act of March 3, 1905, House Doc. No. 686, 59th Congress, 1st sess. July 1, 1907, balance unexpended ---------------------------- $3, 831. 66 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 3,433. 92 July 1, 1908, balance unexpended ------------------------------- 397.74 July 1, 1908, outstanding liabilities 46. 50 July 1, 1908, balance available--------------------------------- 351.24 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908----- ------------------------- 3,600.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix A A 5.) 6. Minnesota River, Minnesota.-Before improvement the ruling low-water depth at the entrance to Minnesota River was not more than 2 feet. From the mouth to Shakopee, a distance of 23.7 miles, there was a least low-water depth of 7 feet, and from Shakopee to Little Rapids, 11.8 miles, a least depth of 3 feet. From Little Rapids to Mankato, a distance of 78.2 miles, the river was navigable only at the higher stages. Above Mankato navigation was possible only at very high water. Along the entire course the channel was obstructed by bowlders, snags, and overhanging trees. The project, adopted in 1867, provided for the removal of snags, bowlders, etc., from Yellow Medicine River to the mouth, a distance of 237 miles. The estimate of cost was $117,000. In 1893 the project was modified to include the construction of a low-water dam across the mouth of the river at Pike Island, and the excavation of a new channel through Fort Snelling Chute at the head of Pike Island. When the Minnesota River is low, the Mississippi River, at the head of Pike Island, is ordinarily higher than the Minnesota, and the object of the dam and new channel was to raise the level of the Min- nes6ta at and near Little Rapids during low stages as well as to pro- vide a better entrance. The estimated cost of the new work was $10,000. The project was completed in 1895. Work done since that time has been in maintenance of the channel at the mouth. By act of June 13, 1902, $2,500 was appropriated for the removal of the dam at Pike Island, should the Secretary of War in his dis- cretion so determine. The dam has not yet been removed. Recent investigation having shown that the dam was in very bad condition, and that such navigation as there now is would be benefited by its removal, the Secretary of War on May 26, 1908, authorized its removal. Amount expended to June 30, 1908, was $135,605.07, of which $4,105.82 was for maintenance of existing improvements. RIVER AND HARBOR IMPROVEMENTS. 587 Appropriations since 1896 have been very small and irregular and have all been applied to the maintenance of the improvement at the mouth of the river, for which purpose they have not been sufficient. Regular appropriations of $2,000 per annum are needed for the maintenance of this improvement. The maximum draft that could be carried June 30, 1908, at low water is limited to about 2 feet by the undredged portion of the bar at the outlet. Little Rapids, 36 miles from the mouth, may be con- sidered the head of navigation at present, although at high stages navigation is possible to Le Sueur, 88 miles from the mouth. No commerce now exists on this stream, which is used only by pleasure launches and occasional excursion steamers. The Minnesota River has no effect on commerce or freight rates, as vessels of commercial size can not enter it. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year 1910 to dredging the river from its mouth to about 2 miles above. For historical sketches see Annual Report of the Chief of Engineers for 1879 and 1894, pages 1182 and 1725, respectively. For description and physical characteristics see Report of the Chief of Engineers for 1875, page 381. Reports of examinations have been published as follows: Ex. Doc. No. 76,043d Cong., 2d sess.; Ex. Doc. Nos. 249 and 1335, 53d Cong., 2d sess.; Report of the Chief of Engi- neers for 1895, pages 2206 and 2208; Report of the Chief of Engineers for 1897, page 1834; Report of the Chief of Engineers for 1900, page 2834; Report of the Chief of Engineers for 1904, page 2260; House Doc. No. 493, 60th Cong., 1st sess. July 1, 1907, balance unexpended ---------------------------- $2, 145.77 June 13, 1902, appropriation for "Removing dam near mouth "__ .2, 500.00 4, 645. 77 June 30, 1908, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 250. 84 July 1, 1908, balance unexpended ----------------------------- 4, 394. 93 Amount that can be profitabily expended in fiacal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 2, 000.00 .---------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix A A 6.) -7. Red River of the North, Minnesota and North Dakota.-Under this project are included the improvement of the Red River of the North, Minnesota and North Dakota, and of Red Lake River, Minne- sota. Before improvements the ruling depth at low water in the Red River of the North from the Canadian frontier to Grand Forks, a distance of 143.5 miles, was 2 feet, and from Grand Forks to Moor- head, 155 miles, 1.5 feet. From Moorhead to Breckenridge, 97 miles, navigation was possible only at the higher stages. The river was obstructed by snags, overhanging trees, etc. Red Lake River from the head of Red Lake to Thief River Falls, a distance of 135 miles, had a low-water depth of at least 3 feet in most places, but was obstructed by a bar at the mouth of the lake and 538 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. by bowlders between Thief River Falls and High Landing, a dis- tance of 35 miles, so that the ruling depth was 1.5 feet. The project for the Red River, adopted in 1878, provided for dredging and removal of obstructions from Breckenridge to the in- ternational boundary and the construction of a lock and dam to over- come the fall at Goose Rapids, the whole being with a view to obtain channels as follows: Breckenridge to Moorhead, 97 miles, a channel capable of being navigated during high and medium stages of water. Moorhead to Grand Forks, 155 miles, a channel 50 feet wide and 3 feet deep at low water. Grand Forks to the northern boundary line, 143.5 miles, a channel 60 feet wide and 4 feet deep at low water. The estimated cost was $364,598.17. This project was modified as follows: In 1883 the estimated cost was increased to $398,598.17. In 1887 the proposed lock and dam at Goose Rapids was dropped from the project and the estimate reduced to $252,598.37. In 1893 the estimate was increased to $310,320. The improvement of Red Lake River was added to the project in 1896. It was proposed to provide a depth of 3 feet by dredging and removal of bowlders from Thief River Falls to the head of Red Lake. The amount authorized by Congress to be spent on this work was $9,000. The total estimate for both rivers is therefore at present $319,320. The total amount expended to June 30, 1908, was $333,757.70, of which $31,344.10 was for maintenance. The sum of $159.50 has been returned to the appropriation by the sale of condemned material. As a result of these expenditures some improvement was made in the few years subsequent to 1878 in the upper section of the river. No work has been done in this section in recent years because there has been no navigation. In the middle section the project was com- pleted, except for 13 miles, in 1894. Since that time the river above Bellmont, N. Dak., has been obstructed by unauthorized bridges which do not permit navigation. In the lower section the project was completed in 1902. Since the shoals in this river constantly recur, annual work of maintenance is necessary. The funds supplied not having been suf- ficient to maintain depths contemplated by the project, the navigable depth of the middle section is now 2 feet and of the lower section 3.5 feet. Nothing beyond work of maintenance has been done in recent years; this has been confined to dredging the worst bars in the vicin- ity of Grand Forks, N. Dak. The expenditure of at least $7,500 annually would be required to keep the navigated portions of the river in condition. On Red Lake River work has been confined to the removal of snags, bowlders, and similar obstructions from the channel. No work has been done since 1900, and in 1905 the floating plant used for this work was sold by authority of the Secretary of War. The actual head of navigation on the Red River of the NortTi is Bellmont, N. Dak., about 180 miles by river from the international boundary. The usual variation of water surface is 25 feet; the maximum variation 49 feet. Red Lake River is navigable from Thief River Falls to the head of Red Lake, a distance of 135 miles. Below Thief River Falls the RIVER AND HARBOR IMPROVEMENTS. - 539 river is not navigable. The usual variation of level is about 3.5 feet; the maximum variation about 6 feet. Red River is regularly used during the summer season by 2 steam- boats and 12 barges. During 1907, 8,158 tons of wheat was carried from river points to Grand Forks for transfer to railroads. Four steamers and 1 launch make use of the Red Lake River, carry- ing passengers and small amounts of freight. About 62,000,000 feet B. M. of logs were floated down Red Lake River during the season of 1907, their weight bein 217,000 tons and their value $700,000. Rates on the Red River steamers are from 70 to 50 per cent less than the railroad rates between common points. This project has no apparent effect on railroad freight rates. It is proposed to apply the amount estimated as a profitable ex- penditUlre for the fiscal year 1910 in dredging near Grand Forks, N. Dak. For physical characteristics see Annual Reports of the Chief of Engineers for 1874, page 295; 1875, page 370; 1878, page 730; 1879, page 1192. For plans of improvements see Annual Reports of the Chief of Engineers for 1874, page 297; 1879, page 1191; 1881, page 1757. For revisions of projects see Annual Reports of the Chief of Engineers for 1883, page 1450; 1887, page 1712. For description of large landslide caused by Northern Pacific Railroad embankment, see Annual Report of the Chief of Engineers for 1898, page 1831. Ref- erences to reports on examinations ordered by the river and harbor acts of March 3, 1905, and March 2, 1907, will be found in the Annual Report of the Chief of Engineers for 1906, Part 1, page 483, and on page 542 of this report. July 1, 1907, balance unexpended --------------------------- $13, 580. 56 Amount derived from sales .- -10.00 13, 590.56 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 8, 565. 76 July 1, 1908, balance unexpended ----------------------------- 5, 024. 80 July 1, 1908, outstanding liabilities ----------------------------- 912.17 July 1, 1908, balance available__ 112.63 4,----------------------4 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 -----------------------------... 7, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix AA 7.) 8. Warroad Harbor and Warroad River, Minnesota.-Before im- provement there was a good natural harbor of moderate depth at the mouth of Warroad River. Between the harbor and the river there was a bar having a least depth of 3.5 feet at ordinary lake stage (7.2 feet on the gauge) and between the harbor and the lake a bar having a least depth of 5 feet at ordinary lake stage. The channel of the Warroad River from the harbor to the steamboat landing (about 1 mile) was deep but tortuous. The river and harbor act of 1899, as amended by the act approved June 6, 1900, appropriated $3,000, or so much thereof as might be necessary, for improving the mouth of Warroad River, Minnesota. 540 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Nothing was done under this appropriation beyond making an ex- amination and survey. The present project was adopted in 1902, and provided for building a dredge and dredging in the harbor a channel sufficient for boats drawing 7 feet of water. , The estimated cost was $45,000. This proj- ect was modified in 1905 so as to provide for a channel 100 feet wide and 7 feet deep from the inner end of the harbor channel to the boat landing at Warroad, with a turning basin for boats at the inner end, at an estimated cost of $35,000. The total estimate is therefore $80,000. The total amount expended to June 30, 1908, was $81,750.93, of which $14,628.97 was for work of maintenance. As a result the turn- ing basin was completed, the inner channel dredged for a distance of 4,000 feet to a width of 100 feet and a depth of 9 feet at ordinary stage, and for a distance of 1,800 feet to a width of 200 feet and a depth of 9 feet. The outer channel had been dredged from the har- bor to the lake, a distance of 5,400 feet, to a width of 200 feet and a depth of 12 feet, except for a length of 500 feet, where the full width was not attained, but it is expected to complete the project with available funds in the next fiscal year. The maximum draft that can be carried is 8 feet at a stage of 7.2 feet on the lake gauge. This is sufficient for any boat now using the Lake of the Woods. The head of navigation on Warroad River is at the steamboat land- ing, about a mile above the mouth. The bars in this harbor are formed by wave action, and constantly recur. Annual dredging is therefore necessary for maintenance. It is estimated that $4,000 should be expended each year in work of maintenance. During the season of 1907 the imports and exports amounted to 2,000 tons of miscellaneous freight. Boats using the harbor carried about 2,000 passengers. The value of the business done could not be obtained. This improvement has no effect on railroad freight rates. There are no railroads in competition with steamers on the lake. July 1, 1907, balance unexpended ---------------------------- $12, 282. 41 Amount derived from refundments ------------------------------ 590.57 12, 872.98 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $7, 355.56 For maintenance of improvement----------------- 3, 677.78 11, 033. 34 July 1, 1908, balance unexpended----- ------------------------- 1, 839. 64 July 1, 1908, outstanding liabilities ------------------------------ 847. 81 July 1, 1908, balance available---------------------------------991.83 (See Appendix A A 8.) 9. Survey of Otter Tail Lake and Otter Tail River and Red Lake and Red Lake River, Minnesota, and of Big Stone Lake and Lake Traverse, Minnesota and South Dakota.-The river and harbor act approved June 13, 1902, provided for the continuation of these sur- veys, which were ordered by Congress with a view to the construction of reservoirs for the improvement of the navigation of Red River of the North and Minnesota River. RIVER AND HARBOR IMPROVEMENTS. 541 Preliminary reports were submitted in April, 1900, and are printed in the Annual Report of the Chief of Engineers for 1900, pages 2828- 2836. A final report was submitted August 11, 1903, and printed in the Annual Report of the Chief of Engineers for 1904, page 2260 et seq. Amount expended on all projects to June 30, 1908, $17,293.28. It is proposed to reserve the available funds for the purpose of making hydrological observations during the next flood affecting these localities. July 1, 1907, balance unexpended -------------------------------- $8, 210.90 June 30, 1908, amount expended during fiscal year ------------------ 4.18 July 1, 1908, balance unexpended --------------------------------- _8, 206.72 (See Appendix A A 9.) 10. Gauging Mississippi River at or near St. Paul, Min.-This work isprovided for by allotment from the permanent annual appro- priation of $9,600 made by the river and harbor aot of August 11, 1888, as amended by section 9 of the river and harbor act of June 13, 1902, for the purpose of securing the uninterrupted gauging of the waters of the Mississippi River and its tributaries. No gaugings were made until the fall of 1899. Since then gaugings have been made as frequently as the funds available would permit and the con- ditions justified the expenditure. For location of gauges see map facing page 1832, Report of the Chief of Engineers for 1898. Tables showing relation of rainfall to run-off in the Mississippi Valley above St. Paul are printed on page 2169, Report of the Chief of Engineers for 1897. The slope of the Mississippi River between Minneapolis and St. Paul is shown in the Report of the Chief of Engineers for 1900, page 2823. The amount expended to June 30, 1908, is $7,152.72. July 1, 1907, balance unexpended $500. 00 Amount returned to Treasury- _249.08 250.92 Allotment for fiscal year 1908-------------------------------------- 500.00 750.92 June 30, 1908, amount expended during fiscal year 6--------------------41.8 July 1, 1908, balance unexpended ----------------------------------- 109.08 July 1, 1908, outstandingaliabilities --------------------------------- 109.08 (See Appendix A A 10.) 11. Survey of Lake Minnetonka, Minnesota.-The river and harbor act approved March 3, 1905, provided for the survey of Lake Minne- tonka for the purpose of charting only. An allotment of $7,000 was made for the purpose. Amount expended to June 30, 1908, $5,722.91. The survey has been completed, the map has been made, and an edition of 2,000 charts printed by photolithography. The charts are sold at 50 cents each, or $4.50 for 10 copies. At the end of the year 619 copies had been sold and 42 copies distributed to institutions and individuals for educational purposes. The pro- ceeds of sales amounted to $303.05 at the end of the fiscal year, of which the sum of $28 was deposited to the credit of "Miscellaneous receipts." 542 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The balance remaining to the credit of the allotment, $1,467.70, was placed to the credit Qf the appropriation for" Examinations, Surveys, and Contingencies of Rivers and Harbors," May 2, 1908. July 1, 1907, balance unexpended 413. 38 a1-------------------------a, Received from sale of charts ------------ -------------------- 58. 50 1,471.88 June 30, 1908, amount expended during fiscal year ----------------- 4.18 May 2, 1908, amount returned to Treasury ------------------- 1, 467.70 EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2,1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pur- suant to law, and were transmitted to Congress and printed in docu- ments as indicated: 1. Preliminaryexamination of the Red River of the North, Minne- sota and North Dakota.-Report dated November 13, 1907, is printed in House Document No. 400, Sixtieth Congress, first session. The locality is not considered worthy of improvement further than con- templated by the existing project. 2. Preliminary examination of Bois de Sioux River, Lake Trav- erse, and Big Stone Lake, and the portages between the said lakes and said river, with a view to diverting the flood waters of the Red River of the North into the Minnesota River, Minnesota.-Report dated December 4, 1907, is printed in House Document No. 493, Sixtieth Congress, first session. The proposed improvement is not considered one that should be undertaken. REPORT ON USE OF SURPLUS WATER FLOWING OVER GOVERNMENT DAMS IN MISSISSIPPI RIVER BETWEEN ST. PAUL AND MINNEAPOLIS, MINN., MADE IN COMPLIANCE WITH ACT OF CONGRESS APPROVED JUNE 25 1906. Report dated September 26, 1907, by a commission composed of Maj. W. V. Judson, Corps of Engineers, Mr. J. E. Woodwell, inspector electric lighting plants, Treasury Department, and Maj. Amos W. Kimball, Quartermaster, United States Army, concerning the use by the United States of waters of thelMississippi River flow- ing over the dams between St. Paul and Minneapolis, Minn., was duly submitted and was transmitted to Congress. It is printed in House Document No. 218, Sixtieth Congress, first session. IMPROVEMENT OF RIVERS AND HARBORS IN THE KANSAS CITY, MISSOURI, DISTRICT. This district was in the charge of Capt. E. H. Schulz, Corps of Engineers. Division engineer, Col. W. H. Bixby, Corps of Engi- neers. aThe balance on hand July 1, 1907, was given as $1,497.82 in the report for 1907. The difference of $84.44 is the amount which Was returned to the Treasury October 2, 1906, and credited on the books of the St. Paul, Minn., office to the credit of the allotment. It was discovered later that it had been credited to the appropriation for "Examinations, surveys, and contingencies of rivers and harbors" without regard to the allotment. BRIVER AND HARBOR IMPROVEMENTS. 543 1. Missouri River.-General iinprovement.-The Missouri River has been navigated by steamboats since 1819; first boat to Council Bluffs, 1819; first to mouth of the Yellowstone, 1832; first to head of navigation, Fort Benton, Mont., 1859. The length of navigable river from Fort Benton to mouth is 2,284.8 miles. Somne portions of the river above the Great Falls are also navigable. The original condition of the river was, and to a great extent the present condition is, one of alternate pools and bars. The low-water depth over bars is about 3 feet and the width of the river at such. places is from one-third to 1 mile. In the deep reaches the width is 800 to 1,500 feet and the low-water depth in such places is often over 12 feet. Generally speaking, the navigable low-water depth of unimproved river is 3 feet and of high water only 9 feet. The navi- gable depth does not increase as rapidly as the water height, since the bars rise with the stage of river. The river is also encumbered with snags, which, however, are getting fewer, due to constant snagging operati&ns. No project for the improvement of the river as a whole has been adopted. Government work on the river in the matter of removal of snags began as early as 1838 and continued thereafter, under annual appro- priations (for the most part made jointly for the Ohio, Mississippi, Missouri, and sometimes the Arkansas rivers), with occasional inter- missions, for the next forty years. Prior to 1878 one or two small appropriations had been made for general improvement, but it was with the act of June 18 of the latter year that appropriations began on a large scale. The work prior to 1884 was carried on under separate districts. A project for the river from Sioux City to the mouth was adopted in 1884, the improvement to consist of rectification, revetment, and snagging. In 1890 the project was modified by systematic improve- ment of the first reach, from Jefferson City to the mouth. From 1884 to 1890 the work on the entire river was under the Mis- souri River Commission. After 1890 that portion above and includ- ing Sioux City, Iowa, was under a separate district until 1902. Since the discontinuance of the Missouri River Commission the works on the entire river have been consolidated under one district. The greater part of the work on the portion of the river below Sioux City has been done by the Missouri River Commission, report- ing to the Chief of Engineers. The Commission was constituted by act of Congress of July 5, 1884, and was abolished by the river and harbor act of June 13, 1902. On the portion of the river above Sioux City the work has been done under the immediate charge of officers of the Corps of Engi- neers, except during the period from 1884 to 1890, when it'was in the charge of the Missouri River Commission. The effort of the Com- mission in its work below Sioux City was to accomplish a continuous, progressive control of the river, contracting it where necessary, giv- ing the channel proper direction, and securely holding it in place. Work in this direction was done in the vicinity of Kansas City and on the first reach of the river, which extends from near Jefferson City to the mouth. On 45 miles of this reach a continuous channel of not less than 6 feet in depth at low water was obtained on what was originally one of the worst parts of the river, in the vicinity of the 544 RaORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mouth of the Osage. In addition to forming a channel, much new land was formed and much land protected from destruction by the river. The greater part of the funds appropriated for expenditure under the direction of the Commission was not applicable to the comprehensive plan of improvement adopted, and about one-third of it was diverted to work at separate localities. On the upper portion of the river the work originally consisted mainly in improving the shoals and rapids on the so-called " Rocky River" from Fort Benton downstream for 150 miles. In recent years it has largely been limited to channel regulation and bank protection at the following points: Bismarck, N. Dak.; Pierre, Yank- ton, and Elk Point, S. Dak., and Sioux City, Iowa. Two ice harbors have been established, one at Rockhaven, N. Dak., the other in the mouth of the Big Sioux River, just above Sioux City. Works of channel regulation have also been built in the Lo g Pool, or the reach of the river from the crest of the Great Falls to Tascade, and a small amount of open-river work in the steeper stretch from Cascade to Stubbs Ferry. In addition to the foregoing work a fleet of snag boats has been in operation clearing the channel of snags and other obstructions on the portion of the river where boats have been running. This work is considered to be directly beneficial to navigation. The total of appropriations for the river, and of receipts from other sources, from the mouth to Sioux City, including snagging, beginning with the act of June 18, 1878, is $9,402,313.13. The total of the appropriations and of receipts from other sources for improvements of the upper river, including snagging, beginning with the act of August 14, 1876, is $2,288,807.32. The total expenditures for all purposes have been $11,398,881.35. The result of these expenditures has been to demonstrate the possi- bility of regulating the river in such manner as to make it navigable for a channel of commerce; that the cost of such regulation would be very great, and that no permanent good to navigation can be accom- plished form part appropriations by of for specific localities not so connected as to the systematically improved reaches. The result of the expenditures at separated localities has been beneficial locally by pro- tecting the banks and in this manner preserving private property from the ravages of the river, but has given little, if any, encourage- ment to through navigation. At the localities under improvement an effort has been made to maintain the existing and prevailing depth of channel. The least. depth at mean low water over the shoalest part at the localities under improvement is not less than 6 feet. The usual variation of level of water is about 19 feet at Kansas City, 8 feet at Fort Benton, and 25 feet at St. Charles. The maximum draft June 30, 1908, at mean low water from Kan- sas City to mouth is 4 feet, from Kansas City to Sioux City 31, and from Sioux City to Fort Benton 3 feet. The head of navigation is Fort Benton, 2,285 miles above the mouth. Above this point rapids begin, which at Great Falls are a series of falls, the aggregate fall being 500 feet. Above Great Falls, there is a navigable depth prac- tically to Three Forks. -RIVE1, -AjiD HABQ IMPROVEiIMENTS. 545 The river formerly carried an active commerce, which has been entirely diverted to other channels. This commerce now shows healthy signs of reviving. Commerge has increased greatly on the lower river from Kansas City to the mouth, there now being two boats regularly running from Kansas City to St. Louis, each making a round trip every eight to ten days, and averaging a round trip cargo of 600 tons. There is also a boat running from Jefferson City to St. Louis, and several boats plying between Osage River and St. Louis. The character of upstream cargoes is merchandise and general sup- plies; downstream, grain and stock. Amount of freight carried on the Missouri River from mouth to Sious City, Iowa. Calendar year- Tons. Calendar year- Tons. 1897 391,029 1903 750, 291 1898 319, 793 1904 .. 455,000 1899------------- 263, 114 1905 .. 343,9435 1900----------- 277,306 1906 573,348 1901 569, 666 1907 843,863 1902------------------ 410, 527 Amount of freight carr d on the Missouri River above Siou City, Iowa. Calendar year- Tons. Calendar year- Tons 1887 13, 961 1898 26, 896 1888 -- 12, 895 1899 ---- - - - - - - - 23,041 1889 16, 723 1900------------------- 27, 179 1890 ... 14, 072 1901------------------- 37, 340 1891 14, 211 1902------------------- 31, 070 1892- 17, 292 1903----------- 37, 994 1893 19, 481 1904 28,951 1894 - 37, 936 1905------------------- 52, 956 1895--------- 21, 264 1906------------------ 43, 987 1896 10, 368 1907------------------- 45, 123 1897- 17, 105 The effect of the improvement has been to equalize and keep down freight rates, the actual river rates being about 60 per cent of the railroad rates. The purpose to which the estimated amount for June 30, 1910, is to be applied, is for snagging and maintaining the improvement, thus benefiting and fostering through navigation. A condensed description of the works on the river executed under the supervision of the Missouri River Commission is given in the Commission's last annual report (Annual Report of the Chief of Engineers for 1902, Supplement). A condensed description of the work above the Great Falls will be found in the Annual Report of the Chief of Engineers for 1899, pages 385-386 and in later annual reports; and of the work on the river between Fort 3enton and Sioux City in the Annual Report of the Chief of Engineers for 1902, pages 382-385. A complete survey of the river has also been made, in part by the Commission and in part by officers in charge of the districts on the upper portions of the river. 57101-ENG 1908---35 54Q REPORIT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Previous reports: For reports of examinations and surveys above Sioux City, see page 71, List of Preliminary Examinations and Sur- veys, Document No. 421, Fifty-seventh Congress, second session. The examinations made above Sioux City were generally for local points. For reports below Sioux City, see page 110, same document. For list of projects see pages 182 and 184, same document. The only report covering the entire stretch from Sioux City to the mouth is that of February 2, 1881, by Major Suter, found in Annual Report, Chief of Engineers, of 1881, page 1649. There is no existing project, except the use of such limited funds as have been appropriated since 1902 for purposes of snagging and emergency dike and revetment work. A new project and estimate of cost for improvement for 6-foot and 12-foot channel, from Sioux City to Kansas City and Kansas City to mouth, called for by act of Con- gress, March 2, 1907, has been prepared and will be submitted for transmission to Congress at its next session. During the past year work has been in the main confined to repair work and snagging. New work was done as follows: Extensive dike work was built at Elwood, Kans., to prevent the river from leaving St. Joseph, Mo., and to protect banks and railroad bridge at Elwood. Half the cost of this work ($50,000) was con- tributed by the railroads concerned. Extensive revetment work was also done by the Chicago & Alton Railroad at Cambridge Bend, to protect their railroad bridge at Glasgow, Mo. A survey of the river was made at Omaha, Nebr., and Atchison, Kans. A survey and report, December 26, 1907, with estimate of cost, was also made of the Missouri River near Lake Contrary, St. Joseph, Mo. (See H. Doc. No. 824, 60th Cong., 1st sess.) Snagging.-The removal of snags has formed a part of the scheme for improving both the lower and upper river since the work of im- provement began. As snags form the most dangerous obstacle to navigation on this stream, their removal has been one of the most efficacious aids to its navigation. At'present one snag boat on each division of the river regularly operates over such portions as are used by commercial vessels. The work of the past fiscal year has consisted mainly in repair work and snagging carried on under the appropriation act of March 2, 1907, which provides that the amounts appropriated shall be applied in the first instance to the purpose of clearing the river of snags with a view to navigation, and that no part of such amount shall be applied for revetment or protection of banks of the stream unless such revet- ment or protection is directly and necessarily required for purposes of navigation. Projects have been approved for the expenditure of these sums and work has begun in accordance therewith. RIVER AND HARBOR IMPROVEMENTS. 547 UPPER RIVER (ABOVE SIOUX CITY, IOWA). July 1, 1907, balance unexpended $107, 399.40 Received from sale of transferred property 5, 097.12 Received from overpayments ----------------------------------- 1.50 112, 498.02 June 30, 1908, amount expended during fiscal year: For works of improvement- $25, 879. 19 For maintenance of improvement 20,919. 33 a46, 798. 52 July 1, 1908, balance unexpended -- 65, 699. 50 July 1, 1908, outstanding liabilities_ -- 4, 280.20 July 1, 1908, balance available --- ---- 61, 419.30 Amount (estimated) required for completion of existing project-- Indefinite. IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908 (a) .----------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. LOWER RIVER (BELOW SIOUX CITY, IOWA). July 1, 1907, balance unexpended---------------------------$317, 227.15 Amount allotted from emergency appropriation, act of March 3, 1905 10, 000. 00 Amount allotted from emergency appropriation, act of March 2, 1907 10, 000. 00 Received from sale of property-...... 276.31 Received from sale of maps ------------------------------------ 32.49 Received from overpayments ----------------------------------- 41.20 337, 577. 15 June 30, 1908, amount expended during fiscal year: For works of improvement ...- $19, 615. 71 For maintenance of improvement 104, 742.15 124, 357. 86 July 1, 1908, balance unexpended 213, 219.29 July 1, 1908, outstanding liabilities 37, 317. 02 July 1, 1908, balance available ----------------------------- 175, 902.27 Amount (estimated) tequired for completion of existing project-- Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 (a) .--------------------------- Submitted in compliance with requirements of sundry civil act of June 4,1897, and of section 7 of the river and harbor .P act of 1899. LOWER RIVER9 AT ELWOOD, KANS. (CONTRIBUTION). Total sum contributed------------------------------------------ $50, 000. 00 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 36, 679.69 July 1, 1908, balance unexpended ---------------------------- 13, 320.31 July 1, 1908, outstanding liabilities ------------------------------ 91.44 July 1, 1908, balance available---- ------------------------- 13, 228.87 a See consolidated money statement on page 548. Amount deposited by railroad companies, September 12 and October 3, 1907. U8 REPORT OF THE CHF1F OF ENGINEERS, U. S. ARIMY. CONSOLIDATED. July 1, 1907, balance unexpended --------------------------- $424, 626. 55 Amount allotted from emergency appropriations of March 3, 1905, and March 2, 1907 -20, 000.00 Amount contributed by private parties- 50, 000.00 Amount received from sales, etc --- 5, 448.62 500, 075. 17 June 30, 1908, amount expended during fiscal year: For works of improvement __ $82, 174.59 For maintenance of improvement 125, 661.48 207, 836.07 July 1, 1908, balance unexpended_ - --- 292, 239.10 July 1, 1908, outstanding liabilities- - -41, 688. 66 July 1, 1908, balance available- -- 250, 550. 44 Amount (estimated) required for completion of existing project Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 -------------------- ___ 350, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix B B 1.) 2. Osage River, Missouri.-A history of the work of improvement on this river, from the adoption of the original project in 1871 to the end of the fiscal year 1900, was published in the Annual Report of the Chief of Engineers for 1900, page 4944. The original condition was one of alternate pools and shoals. The work has been carried on under two projects-that of open- channel improvement, by the construction of cross and wing dams, in addition to dredging and removal of obstructions to navigation, such as snags, etc., and the construction of a lock and dam 7 miles above the mouth of the river. The removal of obstructions under the first project contemplates maintenance. The obstructions will form anew, and while the cross and wing dams have a degree of permanency, they must receive fre- quent repair and extension to keep up their efficiency. The amount expended by the General Government upon both proj- ects up to June 30, 1908, is $732,974.33. By the act of March 2, 1907, the sum of $10,000 was appropriated for general improvement and $68,000 was appropriated for con- tinuing construction of Lock and Dam No. 1, with authority for contracts to the additional amount of $160,000, of which $60,000 is yet to be appropriated for completion of the lock and dam. During the past year work has consisted in additional protection to the lock and pier No. 1. Additional protection for weirs 6 to 10 is now in progress. It is proposed to use the amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unex- pended July 1, 1908, for works of improvement, in completion of Lock and Dam No. 1 ($60,000) and for maintenance of general improvement, including snagging, dredging, and repairs to dikes ($20,000). RIVER AND HARBOR IMPROVEMENTS 549 Previous reports: Preliminary examinations August 22, 1884, and December 10, 1886. Reports of surveys December 28, 1870, February 11, 1875, February 13, 1879, April 21, 1881, January 9, 1890, Novem- ber 9, 1900. Project adopted in 1871; snagging, dredging, and wing dams, modified in 1890 by one lock and dam near mouth. Reference to report on examination made in compliance with act of March 2, 1907, will be found on page 551 of this report. Amount of freight carried on the Osage River. Calendar year- Tois. Calendar year- Tons. 1895 ------------------ 76, 706 1902------------------ 95, 194 1896 -- 72,393 1903 38, 501 1897---------------- 71, 247 1904 ... 35,746 1898 ----------------- 84,286 1905 ----------------- 8, 678 1899 ----------- 76, 702 1906 --------------- 20, 506 1900_ 96, 144 1907 ------------------ 31601 3, 1901 ------------------ 72, 339 July 1, 1907, balance unexpended -------------------------- $107,779.10 Amount appropriated by sundry civil act approved May 27, 1908- 100,000.00 207, 779. 10 June 30, 1908, amount expended during fiscal year for maintenance of improvement _ - -- 55, 421.60 July 1, 1908, balance unexpended ---------------------------- 152, 357.50 July 1, 1908, outstanding liabilities 745. 85 8,-------------------8 July 1, 1908, balance available ----------------------------- 143, 611.65 Amount (estimated) required for completion of existing project___ a 60,000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unexpended July 1, 1908: For works of improvement a $60, 000. 00 .----------------- For maintenance of improvement -------------- 20,000.00 80,000. 00 Submitted in compliance with requirements of sundry civil act of June 4,1897, and of section 7 of the river and harbor act of 1899. (See Appendix B B 2.) 3. Gasconade River, Missouri.-This river is similar to the Osage, consisting of alternate shoals and pools. The project for the im- provement of this stream, adopted in 1880, consisted in the removal of snags and logs from the channel and of leaning timber from the banlZs of the river, where necessary, and the construction of wing dams and training walls to concentrate the flow of water upon the shoals to increase the depth over them. From the nature of the project, which contemplates maintenance and relief from year to year and the removal of obstructions which are constantly forming anew no definite time can be fixed for its com- pletion. The improvement nust therefore be continuous. During the past season the boating channel was cleared of snags and wreck heaps and all overhanging trees were trimmed or felled. The total of the appropriations and of receipts from other sources for the improvement of Gasconade River, beginning with the act of June 14, 1880, is $111,624.31. The amount expended under the project to June 30, 1908, is $109,466.15. a For lock and dam. 550 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to use the amount that can be profitably expended in fiscal year ending June 30, 1910, in addition to the balance unex- pended July 1, 1908, for works of improvement in continuing present project, which is indefinite, including plant to carry on work, and for maintenance of existing works. The head of navigation is Arlington, Mo., and the number of navi- gable miles is 107. Amount of freight carried on the Gasconade River. Calendar year- Tons. Calendar year- Tons. 1895 47, 544 1902 ------------------ 44, 380 1896 -46, 294 1903 10, 788 1897 ----- - 30, 515 1904 14, 791 1898 ------------------ 30, 981 1905 ------------------ 29, 837 1899 ------------------ 24, 259 1906 27, 604 1900 ------------------ 51, 580 1907 ------------------ 50, 083 1901 ------------------ 19, 460 Previous reports: Reports of previous surveys, February 14, 1873, Annual Report Chief of Engineers, page 479, 1873; February 11, 1880, Annual Report Chief of Engineers, page 1462, 1880; June 30, 1896, Annual Report Chief of Engineers, page 3800, 1896. Notes on river also found on page 3539, Annual Report Chief of Engineers, 1898. Reference to report on examination made in compliance with act of March 2, 1907, will be found at the bottom of this page. July 1, 1907, balance unexpended---------------------------- $9, 918. 70 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---- ---- ---------------------------------- 7, 760. 54 July 1, 1908, balance unexpended ----------------------------- O 158. 16 Amount (estimated) required for completion of existing project -- Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 --------------------- 27, 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix B B 3.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations and surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Survey of Missouri River at St. Joseph, Mo., with a view to preventing a cut-off into Lake Contrary and other lakes.-Report dated December 26, 1907, is printed in House Document No. 824, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $150,000 is presented. 9. Preliminary examination with plan and estimate of cost of im- provement of Gasconade River, Missouri, from its mouth to Gas- condy.-Reports dated June 4, 1907, and February 24, 1908, are BIVER AND HARBOR IMPROVEMENTS. 551 printed in House Document No. 829, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $110,000, or for a progressive improvement with an annual appropriation is presented. 3. Preliminaryexamination with plan and estimate of cost of im- provement of Osage River, Missouri, from its mouth to the mouth of Niangua River.-Reports dated June 4, 1907, and January 21, 1908, are printed in House Document No. 960, Sixtieth Congress, first session. A plan for improvement at an estimated cost of $3056,000 is presented. The local officer was also charged with the duty of making a pre- liminary examination and survey of Missouri River, from the mouth to Sioux City, provided for in the river and harbor act of March 2, 1907, and reports thereon will be duly submitted. IMPROVEMENT OF RIVERS AND HARBORS IN THE NASHVILLE, TENNESSEE, DISTRICT. This district was in the charge of Maj. Wm. W. Harts, Corps of Engineers, having under his immediate orders First Lieut. W. G. Caples, Corps of Engineers, to October 20, 1907, and Capt. Alfred B. Putnam, Corps of Engineers, since October 18, 1907. Division engineer, Col. E. H. Ruffner, Corps of Engineers, to February 28, 1908, and Col. W. T. Rossell, Corps of Engineers, since that date. 1. Obion and Forked Deer rivers, Tennessee.-The river and har- bor act of June 13, 1902, authorized the joint improvement of the Obion and Forked Deer rivers. (a) Obion River.-This stream is situated in northwestern Ten- nessee. It is formed by the junction of its North and South forks about 6 miles northeast of Obion, which is considered the head of navigation, and it flows in a general southwesterly direction about 75 miles, entering the Mississippi River some 5 miles below the Missouri and Arkansas State line. In its original condition the obstructions on this river were almost wholly drift, snags, and overhanging trees, which made navigation difficult and uncertain. The original project was based on a survey made in 1891, and was adopted by the river and harbor act of July 13, 1892. The scope of the work was to obtain 3-foot navigation at low water by means of open-channel work, at an estimated cost of $50,000. After an ex- penditure of $15,795.01 this project was modified in June, 1897, to one for maintenance, so as to keep the river free from such obstruc- tions as would prevent navigation at medium and high stages, at an estimated annual cost of $2,500. In 1903 the annual expenditure recommended for maintenance of the Obion and Forked Deer rivers was reduced from $4,500 to $2,250. (See Annual Report for 1904, p. 2351.) Appropriations and allotments aggregating $29,400 have been made for the Obion River, of which $12,391.78 has been expended under the present project to June 30, 1908. The expenditures have resulted in temporary improvements to the channel, lessening the dangers to navigation at medium and higher stages from Obion, Tenn., to mouth of river. The navigability of the Obion River depends largely on the stage of water in the Missis- sippi. Navigation is not practicable at low stages. M T 552 REPORT OF THE IOROF EWGINEERS, U. SBi ARMIY. For the calendar year ending December 31, 1907, the reported com- merce on this stream amounted to 26,247 tons, having an estimated value of about $115,109, consisting almost wholly of timber products. For additional details of the Obion River, see the account of its survey in the Annual Report of 1891, page 2992. The effect of the improvement on freight rates is not believed to be important and can not readily be ascertained. The district officer expresses the opinion, for reasons stated in his report, that further appropriations under this project are not war- ranted. July 1, 1907, balance unexpended ----------------------------- $2, 247.50 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 1, 034.29 July 1, 1908, balance unexpended ------------------------------ 1, 213. 21 July 1, 1908, outstanding liabilities ------------------------------- 13.00 July 1, 1908, balance available-- .. ------------------------------ 1,200. 21 (b) Forked Deer River.-This stream is formed by the junction of its North and South forks about 8 miles southwest of Dyersburg, and flows thence in a general southwesterly direction about 21 miles, enter- ing the Obion River about 31 miles from the Mississippi. Dyersburg is considered the head of navigation on the North Fork. Jackson, Tenn., was formerly considered the head of navigation on the South Fork, but in recent years navigation appears to have been limited to the lower portion of this stream. In their original condition the main stream and its branches, the North Fork and South Fork, were greatly obstructed by snags and drift. The original project may be said to have been adopted by the river and harbor act of August 2, 1882, and was based on a report of an examination of South Fork, dated December 16, 1880. This project was subsequently modified by extension to include the North Fork and main stream until appropriations aggregating $25,000 were made and expended. The operations proposed were open-channel work, by which it was sought to maintain a satisfactory channel all the year round. This project was set aside in view of the fact that the result aimed at could not be accomplished by this method. The present project for maintenance, based on the provisions of the act of March 3, 1899, provided for the removal of surface obstructions from the Forked Deer River and its navigable branches (North and South forks), at an estimated annual cost of $2,000. In 1903 the annual expenditure recommended for maintenance of both the Obion and Forked Deer rivers was reduced from $4,500 to $2,250. (See Annual Report for 1904, p. 2351.) Under this project appropria- tions and allotments aggregating $12,600 have been made, of which $11,614.83 has been expended to June 30, 1908. The expenditures have resulted in temporary improvements to the channel, lesseninog the dangers to navigation at medium and higher stages. The navi- gability of the Forked Deer River depends largely upon the stage of water in the Mississippi. Navigation is not practicable at low stages. For the calendar year ending December 31, 1907, the reported com- merce on this stream amounted to 13,058 tons, having an estimated value of about $53,891, and consisting almost wholly of timber products; passengers carried, 400. B3VER AND IHARBOR IMPROVEMENTS. 5581 For list of sundry examinations and surveys of Forked Deer River and its navigable branches, see Report of Chief of Engineers for 1899, page 396. For report of latest examination of Obion and Forked Deer rivers, see Report of Chief of Engineers for 1904, page 2351 et seq. The effect of the improvement on freight rates it not believed to be important and can not readily be ascertained. This river has been combined with the Obion in the work of im- provement, and they have ordinarily been considered together in making appropriations of funds. The district officer expresses the opinion, for reasons stated in his report on Obion River, that further appropriations under this project are not warranted. July 1, 1907, balance unexpended-----------------------------$1, 716.21 June 30, 1908, amount expended during fiscal year for maintenance of improvement --------------------------------------------- 731.04 July 1, 1908, balance unexpended ------------------------------- 985.17 July 1, 1908, outstanding liabilities------------------------------ 11. 50 July 1, 1908, balance available---------------------------------973.67 CONSOLIDATED. July 1, 1907, balance unexpended-----------------------------$3, 963.71 June 30, 1908, amount expended during fiscal year for maintenance of improvement__ -------------------------------------------- 1, 765. 33 July 1, 1908, balance unexpended 2,198. 38 July 1, 1908, outstanding liabilities ------------------------------ 24. 50 July 1, 1908, balance available ------------------------------- 2,173.88 (See Appendix C C 1.) 2. Cumberland River, Tennessee and Kentucky.-The Cumberland River rises in eastern Kentucky, on the western slope of the Cumber- land Mountains, flows in a tortuous course of about 688 miles through eastern Kentucky, middle Tennessee, and western Kentucky, and discharges into the Ohio River near Smithland, Ky. From Burn- side, Ky., the head of steamboat navigation, to Smithland, Ky., the distance is 518 miles by the river, 203 miles being in the State of Ken- tucky and 315 miles in the State of Tennessee. (a) Below Nashville (193 miles).-From 1830 to 1840 the legis- latures of Tennessee and Kentucky made several appropriations for the improvement of the navigation of the Cumberland River, but little benefit to the general condition of the river seems to have been accomplished. The Cumberland Navigation Company was incor- porated by the State of Tennessee in 1846 for improving the "navi- gation of the Cumberland River below the town of Nashville by means of a system of locks and dams," but nothing effective was done to carry out the proposed improvement. In its original condition this section of the river was considerably obstructed by rocky ledges, conglomerate, gravel and sand bars, snags, and other surface obstructions, on account of which navigation was rendered very uncertain. From July 17, 1832, to July 7, 1838, Congress made five appropria- tions for improving the Cumberland River, Tennessee and Kentucky, aggregating $155,000, $20,000 of which was to be expended below Nashville and $135,000 on the river generally, but all the appropria- tions for the above period were expended below Nashville, to improve the worst localities. 554 REPORT OF THE CHIEF OF ENGINEERS, U.S. ARMY. Between 1838 and 1871 no appropriations for this river were made. The original project (open-channel work), which provided specifically for operations on this section, was adopted by the river and harbor act of March 3, 1871, based on project submitted January 20, 1871. The work proposed was as follows: To excavate the bars and rock ledges in order to get an additional depth of water, to contract the waterways in places in order to get the requisite depth, to remove snags and bowlders from the main channel, and to restrain tributary streams in well-determined channels at their junction with the river. To increase the depth of water at the shoals in Kentucky Chute at the junction of the Cumberland with the Ohio River, a Board of Engineer officers in 1888 recommended the construction of a dike near Smithland, Ky., at an estimated cost of $129,600. The river and har- bor act of September 19, 1890, allotted $30,000 from the appropriation for improving Cumberland River below Nashville, to be expended in improving the mouth of the river, as recommended. Appropriations aggregating $305,000 were made and expended, thus completing the above project. The expenditures under the old project have resulted in lengthening the season of navigation by giving an increased depth at low water combined with greater security in the passage of obstructions. The present project for improving the Cumberland River below Nashville was adopted July 13, 1892, by river and harbor act of that date. It contemplates the extension of the lock and dam system of the upper river over a copsiderable portion of the river below Nash- ville by the construction of 7 locks and dams, commencing at or near Harpeth shoal (Lock A) and ending at Big Eddy shoal (Lock G); the locks to be 52 feet wide and 280 feet long, with lifts varying from 81 to 11 feet and aggregating some 70 feet. The project also includes the improvement of the Kentucky Chute, at the mouth of the river, as recommended by the Board of Engineer officers in 1888, the neces- sary channel work below Lock G, and the removal of surface obstruc- tions, snags, logs, etc., below Nashville. The total estimated cost of the entire improvement is $1,964,500. (Annual Report of the Chief of Engineers for 1894, page 1806.) Under this project appropriations aggregate $440,000, which, with receipts from sales and repayments, $974.05, makes a total of $440,974.05. The total expenditures under this project to June 30, 1908, amount to $432,242.61, of which sum about $20,897.60 has been applied to maintenance. These expenditures have resulted in the periodical removal of snags and other surface obstructions from the navigable channel, the pro- tection of the bank of a part of Cumberland Island in Kentucky Chute at the mouth of the river, and the completion and placing in operation of Lock A, whereby 6-foot navigation has been afforded all year round for a distance of 38.8 miles above the lock. The season of profitable navigation from the Ohio River to Nashville has been pro- longed by forty-five to ninety days, depending on the stage of water, making it now average eight months annually. The Cumberland River below Nashville is usually navigable for all steamboats plying on it for six months in each year; for boats not drawing tver 3 feet, from six to eight months, and for boats draw- ing 16 inches or less, the whole year. General navigation, however, is practically closed for several months each year during low water. RIVER AND HARBOR IMPROVEMENTS. 555 As a general rule, when the stage is below 21 feet, navigation is closed; between 21 feet and 5 feet, it is uncertain, and above 5 feet, good. A table is given on page 390 of the Annual Report of the Chief of Engineers for 1902 showing the stages at Burnside, Car- thage, Nashville, and Clarksville for the years 1898-1902. The reported commerce for the calendar year 1907 was 300,810 tons, having an estimated value of about $5,877,957; passengers car- ried, 14,000. The tonnage consisted principally of timber products, grain, and general merchandise. It is reported that the Tennessee Central Railroad, which parallels the Cumberland River from Nashville to Clarksville, had rates in force before the completion of Lock and Dam A, of from 18 to 26 cents per 100 pounds, and since this lock was put in operation these rates have been reduced above the lock to from 6 cents to 12 cents per 100 pounds. The quantity of grain handled by the local steamboats has in- creased considerably since the completion of Lock A. The balance available will be applied to expenses of making com- plete location survey for locks and dams in Cumberland River below Nashville, authorized by the act of March 2, 1907, and to the neces- sary maintenance. A preliminary report of this survey is printed in Hlouse Document No. 758, Sixtieth Congress, first session. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1910, will be applied to necessary maintenance. The funds are needed for an extension of benefits and for maintaining the river in a navigable condition. Additional details and maps relating to this section are given in the report of survey, Annual Report of 1890, page 2152, and the report of the Board of Engineer officers, Annual Report of 1888, page 1626. For report of the Board of Engineers for Rivers and Harbors under date of February 26, 1906, concerning the further improve- ment of Cumberland River, see House Document No. 699, Fifty-ninth Congress, first session. It is deemed advisable that provision should be made for the neces- sary surveys to locate sites and for acquisition of land required for the additional locks and dams to be constructed under the adopted project in order to avoid delays incident to such work after appro- priations for actual construction have been made. July 1, 1907, balance unexpended----------------------------- $21, 400.78 June 30, 1908, amount expended during fiscal year: For survey ------ -------------------------- $9, 781. 88 For maintenance of improvement -------------- 2, 887. 46 12, 669.34 July 1, 1908, balance unexpended8------------------------ 8, 731.44 July 1, 1908, outstanding liabilities ----------------------------- 897. 92 July 1, 1908, balance available ------------------------------- 7, 833.52 Amount (estimated) required for completion of existing project- 1, 549, 818.81 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 _.----------------------- _ 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. 556 REPORT or THra :CHIEmOr or ) EEGIERS, U. S. ARMY. (b) Above Nashville (357 miles) .- This section extends from Nash- ville to the mouth of Rockcastle River. In its original condition it was considerably obstructed by rock reefs, ledges, snags, etc., which greatly impeded navigation between Nashville and Burnside (about 325 miles), while above Burnside-the Smith shoals formed a serious obstruction to navigation at practically all stages. The original scheme of improvement above Nashville, as modified and extended, contemplated open-channel work from Nashville, Tenn., to Cumberland Ford (Pineville, Ky.), 497 miles, at an esti- mated cost of $374,764, and was based on projects submitted January 20, 1871, and February 8, 1872. The first appropriation, specifically applicable to the Cumberland River above Nashville, was made by the act of August 14, 1876. This open-channel scheme of improvement, or old project, resulted in giving increased depths at several of the principal obstructions, thus securing a longer and safer period of navigation. Under this project and its modifications appropriations aggregating $346,000 were made and expended. The project for the canalization of the Cumberland River above Nashville, based on reports of an examination and survey in 1882 and 1883, was adopted by the river and harbor act of August 5, 1886. This scheme of improvement provided for the construction of 22 locks and dams below Burnside, Ky., and 6 locks and dams at Smith shoals, above Burnside, the intention being to provide a complete sys- tem of lockage from Nashville, Tenn., to Rockcastle River, so as to afford a channel depth of 6 feet, the locks to be 52 feet wide and 280 feet long, with lifts varying from 10 to 12 feet, at an estimated cost of $8,500,000. The river and harbor act of March 3, 1905, authorized continuing contract for the completion of Lock and Dam No. 21, to the amount of $200,000, in addition to a direct appropriation of $74,000 and the available funds to the credit of any project above said lock and dam. The entire amount authorized by this act has been appropriated. Owing to financial difficulties the Continental Engineering and Con- tracting Company, of Buffalo, N. Y.,who had the-'contract for the con- struction of Lock and Dam No. 21, gave up their contract, which was duly annulled May 23,1908, and the unfinished portion of their work is being undertaken by hired labor. The district officer, in the appendix to this report, recommends that an additional sum of $85,000 be appropriated to finish the work at Lock 21, as experience shows that it will be impossible to build the dam and do the necessary work of bank protection and paving within the present estimate of cost. His recommendation is concurred in. On February 16, 1905, the Board of Engineers for Rivers and Har- bors reported on the project of canalization as follows: The Board is of the opinion that the regulation of the river and * * * the completion of Locks land Dams 3, 4, 5, 6, and 7 above Nashville, so as to carry the improvement of the river from its mouth to Carthage, Tenn., is worthy of being continued by the United States, but that the construction of the locks and dams proposed between Carthage and Burnside, except No. 21, now under contract, is not at present justified by the commerce involved. The river and harbor act of March 2, 1907, adopted the modified project for completing the improvement in accordance with this report, by providing for the completion of Locks and Dams Nos. RIVER AND HARBOR IMPROVEMENTS. 557 3, 4, 5, 6, and 7 at an additional expenditure of $550,000, thus reduc- ing the cost of the project as modified to $2,769,000, increased in this report to $2,854,000. The act appropriated $150,000 and authorized continuing contracts in the further sum of $400,000 for completing the project. Of the latter amount $250,000 is still to be appropriated. Under the project of canalization, appropriations aggregating $2,519,000 have been made; $475.90 has been received from recover- ies, sales, etc., making a total of $2,519,475.90. Of this amount about $32,036.95 is chargeable to maintenance, leaving $2,487,438.95 appli- cable to works of improvement. The total expenditures under this project to June 30, 1908, amount to $2,120,426.31, of which sum about $31,349.87 was applied to maintenance. These expenditures have resulted in the periodical removal of snags and other obstructions; the completion and operation of Lock and Dam No. 1 (2.5 miles below Nashville) ; and Lock and Dam No. 2 (9 miles above Nashville); the completion of the masonry required for locks and abutments of Dams Nos. 3, 4, 5, 6, and 7 (26, 44.7, 72, 89, and 106.6 miles, respectively, above Nashville) ; the purchase of sites for abutment at Lock No. 8 (125.2 miles above Nashville), and for Lock and Abutment No. 22 (320.2 miles above Nashville); the selection of sites for the locks of the Smith shoals system; the letting and partial execution of the contracts for the construction and erec- tion of the gates for Locks 3 to 7, and for Lock 21; the partial con- struction of Lock 21; the purchase and delivery of the lumber for Dams Nos. 3 and 5; and contingencies pertaining to the entire improvement. The Cumberland River is navigable usually from Nashville to Burnside, Ky., 325 miles, for steamboats drawing not more than 3 feet from four to six months of each year, and for boats of greater draft from two to three months. The fall is 223 feet, or about 8 inches per mile. From Nathville to Caney Fork River (Carthage, 116 miles) the river is navigable for steamboats of 21 feet draft from six to eight months, and for those of greater draft four or five months. Steam- boats of light draft can ascend to Burkesville, 236 miles above Nash- ville, for from five to seven months and larger boats four or five months. The head of navigation is Burnside, Ky. The completion of Lock and Dam No. 1 gives 6-foot navigation the year round for a distance of 121 miles above Lock No. 1, or 10 miles above Nashville, and affords a good harbor at Nashville, where a number of new boats and barges were put in commission as a result of the improvement. Lock No. 2 was put in operatiom on October 9, 1907. The comple- tion of this lock forms a pool extending to a point 26 miles above Nashville. Under the contract with the Penn Bridge Company for the gates for Locks 3 to 7 those for No. 3 were to have been erected not later than October 31, 1907, but this time limit was waived for proper cause. It is expected to place both Locks 3 and 5 in opera- tion during the coming autumn. The contract with the Penn Bridge Company calls for the erection of the gates as follows: Locks 4 and 5, not later than October 31, 1908; Locks 6 and 7, not later than Octo- ber 31, 1909. The early completion of the work at Locks 3, 4, 5, 6, and 7, where the more expensive masonry parts have already been built, is re- garded of great importance, as this is necessary to make the improve- 558 REPORT OF THE oIE OF ENGINEERS, U. S. ARMY. ment available and will provide a permanent channel for navigation from Nashville to Carthage and the Caney Fork River. When these locks are in operation the effect of the project on freight rates will be more fully apparent. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year 1910 as follows: Two hundred and fifty thousand dollars to the continuing-contract work on Locks and Dams 3 to 7, inclusive; $85,000 to the work of placing Lock 21 in operation, and $10,000 to maintenance of improvement. The funds are needed to make the improvement available for the needs of commerce and for maintaining the channel of the river in a navigable state. The commerce on the Cumberland River above Nashville for the calendar year 1907, as nearly as could be ascertained, aggregated 241,571 tons, having an estimated value of about $9,914,916; passen- gers carried, 70,000. The tonnage consisted mainly of timber and farm products and general merchandise. For references to surveys see page 495, Annual Report of Chief of Engineers, 1906. July 1, 1907, balance unexpended --------------------------- $383, 355. 37 Amount appropriated by sundry civil act approved May 27, 1908_- 200, 000. 00 583,355.37 June 30, 1908, amount expended during fiscal year: For works of improvement ------------------ $180, 363. 37 For maintenance of improvement ---------------- 3, 942.41 184,305.78 July 1, 1908, balance unexpended ---------------------------- 399,049. 59 July 1, 1908, outstanding liabilities --------- 10, 802. 02 July 1, 1908, balance available . ------------------------------ 388,247.57 July 1, 1908, amount covered by uncompleted contracts ------------ 65, 653.25 Amount (estimated) required for completion of existing project_- 335, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 _------------- a 345, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix C C 2.) 3. Operating and care of locks and dams on Cumberland River.- Three locks are now in operation on the Cumberland River, viz, Locks A and No. 1, 41.4 and 2.5 miles, respectively, below Nashville, and Lock No. 2, 9 miles above Nashville. Locks A and No. 1 were placed in operation November 26, 1904, and Lock No. 2, October 9, 1907. They have an available length of 280 feet, a clear width of 52 feet between walls, and a depth of 6 feet on miter sills at low water, except at lower miter sill of Lock A, where the present low-water depth is only 1 foot. This depth will be increased to 61 feet by the construction of the next lock below. The first allotment from the indefinite appropriation of July 5, 1884, for the operation and care of these locks was made June 26, 1905. During the calendar year 1907 the traffic past Lock A was about 79,416 tons; past Lock No. 1, about 80,181 tons; and past Lock No. 2, a Of this amount $250,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907, $85,000 for completing work at Lock No. 21, and $10,000 for maintenance. RIVER AND HARBOR IMPROVEMENTS. 559 since the commencement of its operation in October, 1907, about 15,403 tons. The amount expended. to June 30, 1908, was $29,175.83, of which $16,623.95 was expended during the past fiscal year. (See Appendix C C 3.) 4. Caney Fork River, Tennessee.-This stream lies in the central part of Tennessee. After a course of about 200 miles, wholly in the State, it empties into the Cumberland River at Carthage, Tenn., about 116 miles above Nashville. It is the largest tributary of the Cumberland River. In its original condition the principal difficulties were found to be rock reefs, gravel and sand bars, and a crooked and shallow channel greatly impeded by surface obstructions. No work was done by the United States prior to that begun under the present project. The present project, adopted June 14, 1880, is based on the report of 1879, and an extension of the project is based on the report of 1886. It provides for improving the 92 miles of river from Franks Ferry, the head of navigation, to its mouth, Carthage, Tenn., by removing the surface obstructions, building rip- rap dams and training walls, so as to obtain sufficient water for safe navigation during boating season for steamboats drawing not more than 3 feet, at an estimated cost of $45,228. (Annual Report of the Chief of Engineers for 1887, p. 1767.) Under this project appropriations aggregating $28,000 have been made and $26,466.31 expended to close of the fiscal year ending June 30, 1908. From August, 1880, when the first work was done, to August, 1891, when the last work was done, $25,000 was expended. The results were an improvement of the channel at a 3-foot stage from Franks Ferry to the mouth of the river. The improvement, however, was not permanent and can not be made so under the present project. The additional work required is therefore practically for maintenance. No appropriations were made from 1890 to 1905, and no work was done for upwards of 17 years. The available balance will be expended in clearing the channel of the river of surface obstructions, in accordance with the approved project. A snagging party with outfit was sent to the head of the river in June to commence the season's work. SIn view of the meager benefits resulting, it is not believed that future appropriations are warranted under this project. The effect of the improvement on freight rates is not believed to be important and can not be readily ascertained. The commerce on the Caney Fork River for calendar year 1907, as nearly as could be ascertained, aggregated 7,367 tons, having an estimated value of $92,167. July 1, 1907, balance unexpended----------------------------$2, 886.70 June 30, 1908, amount expended during fiscal year for maintenance of improvement ------------------------------------------------- 1, 353.01 July 1, 1908, balance unexpended------- ------------------ 1533.69 July 1, 1908, outstanding liabilities ----------------------------- 293.50 July 1, 1908, balance available ..... -1, 240.19 (See Appendix C C 4.) 560 REPORT OF TRE IIEP OF ENGINEERS, U. S. ARMY. 5. Removing 8unken vessels or craft obstructing or endangering navigation.-An allotment of $800 was made in April, 1906, for re- moving the wreck of the steamer Bart E. Linehan, which sunk in the Cumberland River at Nashville, Tenn. Owing to continued high water its removal was not accomplished until September, 1907. The total cost of removal was $492.10. The balance was deposited in the United States Treasury. An allotment of $800 was made in August, 1906, for the removal of the wrecked wharf boat Mayflower, which was lying in the Cumber- land River at Nashville, Tenn., and an emergency contract was en- tered into October 23, 1906, with R. L. Johnson, of Nashville, Tenn., for its removal. Owing to continued high water the contractor was unable to complete its removal until August 13, 1907. The total ex- penditures for this work were $700.90. The balance was deposited in the United States Treasury. (See Appendix C C 5.) SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on surveys required by the river and harbor act of March 2, 1907, of the following localities within this district were duly sub- mitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were trans- mitted to Congress and printed in House documents as indicated: 1. Survey of Cumberland River, Tennessee and Kentucky, below Nashville.-Preliminary report dated February 19, 1908, is printed in House Document No. 758, Sixtieth Congress, first session. A plan for constructing Lock B and Lock C at an estimated cost of $562,926 and $696,267, respectively, is presented. 2. Survey of South Fork of Forked Deer River, Tennessee.-Report dated January 22, 1908, is printed in House Document No. 945, Six- tieth Congress, first session. The locality is not deemed worthy of improvement by the United States. IMPROVEMENT OF RIVERS AND HARBORS IN THE CHATTANOOGA, TENNESSEE, DISTRICT. This district was in the charge of Maj. Win. W. Harts, Corps of Engineers, having under his immediate orders First Lieut. W. G. Caples, Corps of Engineers, to October 20, 1907, and Capt. Alfred B. Putnam, Corps of Engineers, since October 18, 1907. Division engi- neer, Col. E. H. Ruffner, Corps of Engineers, to February 25, 1908, and Col. W. T. Rossell, Corps of Engineers, since that date. TENNEEE RIVER SYSTEM. The Tennessee River is 652 miles long. It is formed by the junc- tion of the French Broad and Holston rivers, 4.5 miles above Knox- ville and 188 miles above Chattanooga, and flows into the Ohio at Paducah, 464 miles below Chattanooga. Together with its principal tributaries it forms a system of internal waterways capable of being navigated more than 1,300 miles by steamboats. In addition to this, its tributaries are still further navigable by rafts and flatboats for a distance of more than 1,000 miles, thus making a system of navigable RIVER AND HARBOR IMPROVEMENTS. 561 waters about 2,350 miles in length, with a drainage area of about 44,000 square miles. The river is navigable the entire year from the mouth to Riverton, Ala. Just above Riverton a lateral canal about 8 miles long is now under construction past the Colbert and Bee Tree shoals, and the Muscle Shoals Canal now surmounts the Big Muscle and Elk River shoals. Under the act of April 26, 1904, as amended by oct of January 7, 1905, a lock and dam to be built mainly by private parties are pro- jected at Hales bar, designed to form a pool extending 33 miles upstream to Chattanooga. Local boat lines have headquarters at the principal towns along the river. There is no through traffic covering the entire length of the river, the longest regular boat service being found between Chatta- nooga and Paducah when the stage of water permits. The amount so far appropriated and allotted for the Tennessee River and the canals thereon is $8,278,431.34. Of this the sum of $1,075,066.49 has been allotted for operating, care, and repair of the Muscle Shoals Canal from November, 1890, when it was opened to navigation, to June 30, 1908. Freight rates are said to be already considerably lowered by this project, but there is no information available indicating to what ex- tent they will be affected by its completion. 1. Tennessee River.-The improvement has been carried on in three sections under separate appropriations. (a) Above Chattanooga, Tenn. (188 miles).-In its original con- dition this part of the river was obstructed by rock reefs, bowlders, gravel bars, and snags. The depth of water on the bars varied from 10 to 30 inches at low water, and in some places the current was as great as 6 miles an hour. The average slope is 0.956 foot per mile, with average low-water discharge varying from about 3,000 cubic feet per second at Knoxville to about 6,000 cubic feet per second at Chattanooga. The present project, adopted by Congress in act of August 18, 1894, is to obtain by training walls, wing dams, and dredging a low-water channel 3 feet deep from Chattanooga to the mouth of the French Broad River, at an estimated cost of $650,000. Up to June 30, 1895, the sum of $328,255.83 had been expended under a previous project, and there remained 55 obstructions having less than 3 feet depth at low water. A revision of the estimate in 1907, on a basis of present unit prices, places the cost of the existing project at $1,709,000. The total amount expended under the present project up to June 30, 1908, was $265,847.61, including $12,644.70 for maintenance. During the past fiscal year work has been carried on at Caney Creek shoals, one of the principal obstructions. For details in this connec- tion, reference is made to Appendix D D 1 of this report. A wooden-hull steam tender for this work is being built under contract by Ed J. Howard, Jeffersonville, Ind., at a cost of $10,000. Since beginning the improvement navigation has been materially assisted. The maximum draft that can be carried at mean low water over the shoalest place in this section is about 18 inches. The extreme flood 57101-ENG 1908--36 562 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. oscillations range from about 40.5 feet at Knoxville to about 58 feet at Chattanooga. The commerce reported on this portion of the river during the calendar year 1907 amounted to about 596,380 tons, valued at about $3,830,790, the principal items in order of value being general mer- chandise, farm products, forest products, and iron ore. A map of this section of the river is printed in the Annual Report of the Chief of Engineers for 1876, page 710, and an account of its survey in the report of 1893, page 2333. It is proposed to apply the amount given as a profitable expendi- ture in the fiscal year 1910 to maintaining the navigable waterway by the removal of minor channel obstructions and the repair of exist- ing works of regulation, and to continuing improvement under the existing project for the purpose of extending the benefits already secured. No active operations were carried on in the Little Tennessee River during the fiscal year. The expenditures were on account of neces- sary travel in the inspection of certain illegally obstructed portions of the river. The obstructions were removed by the persons causing them. The total expenditures for the improvement of the Little Ten- nessee to June 30, 1908, amounted to $5,510.09. Owing to the slight use made of this tributary, it is believed that further allotments from the appropriations for the upper Tennessee River should not be made for several years. The present condition of the stream is suitable for floating down flatboats and rafts, so that it is not believed that fur- ther expenditures are required in the near future. For these reasons no sum is given as a profitable expenditure in the fiscal year 1910. TENNESSEE RIVER ABOVE CHATTANOOGA. July 1, 1907, balance unexpended --------------------------- $101, 772. 86 June 30, 1908, amount expended during fiscal year: For works of improvement_ --------------------- $65, 739. 83 For maintenance of improvement--------------- 983.62 66, 723. 45 July 1, 1908, balance unexpended -------------- 35, 049.41 July 1, 1908, outstanding liabilities... 8, 944.67 July 1, 1908, balance available_ --------------------------------- 26, 104.74 July 1, 1908, amount covered by uncompleted contracts------------10, 000. 00 Amount (estimated) required for completion of existing project- 1, 080, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ------------- 110, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. LITTLE TENNESSEE RIVER. July 1, 1907, balance unexpended _----------------- $1, 611.68 June 30, 1908, amount expended during fiscal year for maintenance of improvement -- __---_--__ _ -_ 121.77 July 1, 1908, balance unexpended _-- - -- 1, 489. 91 (b) Chattanooga, Tenn., to Riverton, Ala. (238 miles) .- In its original condition the channel from Chattanooga to Browns Ferry was obstructed by bars, bowlders, reefs, and rocky projections. Navi- 0 RIVER AND HARBOR IMPROVEMENTS. 568 gation was possible during six to nine months annually. Between Browns Ferry and Florence were the Muscle shoals obstructions, which could be crossed only at unusually high water. Between Flor- ence and Riverton the Colbert and Bee Tree shoals prevented naviga- tion for six months in the year. The "average slope is 1.5 feet per mile from Chattanooga to Scott Point (17.5 miles), thence 0.4 foot per mile to head of Muscle Shoals Canal (158 miles), thence 2.73 feet per mile to Riverton (62.5 miles), with average low-water discharge varying from about 6,000 cubic feet per second at Chattanooga to about 10,000 cubic feet per second at Riverton. Under a former project the Muscle shoals section was improved at a cost of $3,191,726.50 by some channel work at Little Muscle shoals and by the construction of a lateral canal in two divisions, one on the left bank about 3.5 miles long, with 2 locks, around the Elk River shoals, and the other on the right bank, about 14.5 miles long, with 9 locks, around the Big Muscle shoals. This work was done mainly from 1875 to 1890, under a project adopted originally in 1868. The present project also dates back in part to 1868, but it has been modified in several particulars since then, so that at present it pro- vides for a lock and dam to be built mainly by private parties (under the authority of Congress) at Hales bar, about 33 miles below Chat- tanooga, forming a pool that will extend to Chattanooga with a depth of at least 6 feet at-low water; for open-channel work to secure a depth of 5 feet at low water from Hales bar to Lock A (about 145 miles) ; and for the improvement of the Colbert and Bee Tree shoals (between Florence and Riverton) by the construction of a lateral canal about 8 miles long, with 1 lock. There has also been considerable open-channel work under former modifications of the project between Chattanooga and Hales bar and at Colbert and Bee Tree shoals. A revision in 1907 of the estimate for open-channel work on a basis of present unit prices places the cost of additional work required at $1,031,000. Work under the continuing-contract system is in progress at the Colbert Shoals Canal, as authorized by the river and harbor acts of June 13, 1902, March 3, 1905, and March 2, 1907. The amounts provided for by the first two acts have been appropriated, and of the $213,000 contract authorization carried by the act of 1907 $120,000 is yet to be appropriated. The act of March 2, 1907, also appropriated $62,970 for the completion of the metal work for the Hales Bar lock. (For an account of the contract work at Colbert shoals and Hales bar during the past fiscal year, see Appendix D D 1 of this report.) The total amount expended under the present project to June 30, 1908, was $2,365,265.10. This expenditure has resulted in the prep- aration of plans for the Hales Bar lock and dam, the purchase of the metal work to be incorporated in the lock masonry, and the supervision of the entire work, at a total cost of $27,448.54; in the partial improvement of the open-river channel at various points between Chattanooga and Riverton, thereby extending the period of navigation at low water, at a cost of $625,960.60, including $3,048.70 fwr maintenance, and in the partial construction of the Colbert Shoals Canal, including the practical completion of the masonry of the lock, the purchase of land for right of way, the construction of 564 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 19,959 cubic yards, or about 61 per cent, of the concrete river wall, and the excavation of 150,919 cubic yards of rock and 1,448,124 cubic yards of earth and hardpan from the canal trunk, or about 69 per cent of the total excavation, at a total cost of $1,711,855.96. The Muscle Shoals Canal provides a permanent depth of 5 feet, except in its approaches, where additional work will be required to secure this depth at low water, the improvement never having been fully completed at these points. The maximum draft that can be carried at mean low water over the shoalest place between Chattanooga and Riverton is about 2 feet. The extreme flood oscillations range from about 69 feet at the Suck, 12 miles below Chattanooga, to about 10 feet at Lock 4 of the Muscle Shoals Canal. The improvements at Hales bar and Colbert shoals will not be available for navigation until the works are completed. In the Apperidix to this report the district officer recommends that the additional sum of $101,750 be appropriated for completing the part of the work at Hales bar lock with which the United States is chargeable, the funds available for the purpose being insufficient. His recommendation is concurred in, and the accompanying money statement has been prepared accordingly. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year 1910 as follows: At Hales bar, $50,875, in continuing work mentioned in preceding paragraph. At Colbert and Bee Tree shoals, $120,000, to completion of the canal, trunk and placing the canal in operation by the installation of the lock gates, operating machinery, etc., and to necessary con- tingencies. For open-channel work, $210,000, to channel excavation and dike construction at shoal places between Chattanooga and Riverton, to providing a suitable working plant for this improvement, and to maintenance of the existing channel. The commerce carried on the river between Chattanooga and Flor- ence during the calendar year 1907 amounted to about 267,929 tons, valued at about $10,567,000, the principal items, in order of value, being general merchandise, cotton, timber products, and grain. For references to details of the river from Chattanooga to River- ton, see Annual Report of the Chief of Engineers for 1905, page 456. HALES BAR LOCK AND DAM. July 1, 1907, balance unexpended -__ __ __ -- __-- _ -_ $104,061.88 June 30, 1908, amount expended during fiscal year for works of improvement______-___--_ __3------- 8, 522.13 July 1, 1908, balance unexpended___ ---------- 85, 539.75 July 1, 1908, outstanding liabilities _____ -_ --- -- -- 14.05 July 1, 1908, balance available___ __ ___ __ __85,525.70 July 1, 1908, amount covered by uncompleted contracts ------------ 14,400.00 Amount (estimated) required for completion of existing project -- 101, 750. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 __ __.. . . _ . ... .__. 50, 875.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. RIVER AND HARBOR IMPROVEMENTS. 565 OPEN-CHANNEL WORK. July 1, 1907, balance unexpended ------------------------------ $206, 674. 24 Received from sales------------------------------------------- 24.40 206, 698.64 June 30, 1908, amount expended during fiscal year: For works of improvement -------------------- $28, 474.79 For maintenance of improvement ---------------- 1, 953. 07 30, 427.86 July 1, 1908, balance unexpended ------------------------------ 176, 270.78 July 1, 1908, outstanding liabilities ----------------------------- 19, 695. 57 July 1, 1908, balance available --------------------------------- 156, 575.21 Amount (estimated) required for completion of existing project- 1, 031, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- dition to the balance unexpended July 1, 1908 ---------------- 210,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. COLBERT AND BEE TREE SHOALS. July 1, 1907, balance unexpended - --- - _ __-- $583, 520. 61 Amount appropriated by sundry civil act approved May 27, 1908-_ 93, 000. 00 676, 520. 61 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------ 300, 359.87 July 1, 1908, balance unexpended ------------------------------- 376, 160.74 July 1, 1908, outstanding liabilities- -37, 808.50 July 1, 1908, balance available ------------ 338, 352.24 July 1, 1908, amount covered by uncompleted contracts -------- 198, 276. 16 Amount (estimated) required for completion of existing project- 759, 000. 00 mount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 _--.... _. _ . -....- ..... 120, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (c) Below Riverton, Ala. (226 miles).-This part of the river is below most of the large tributaries. It has therefore more water than the upper river, and as the width is not too great and the slope uniform and moderate it is accessible to larger boats. The ruling depths were originally about 3.5 feet over the lower 196 miles and 2 feet above this. The average slope of this section of the river is 0.34 foot per mile, with low-water discharge of about 10,000 cubic feet per second. In 1896 there were 49 shoals having less than 5 feet depth at low water, and several other shoals have since developed. The existing project, adopted March 3, 1899, is to obtain, by dredg- ing, a channel not less than 5 feet deep and 150 feet wide, and to pro- tect Livingston Point and Tennessee Island from erosion, with a view to preserving the port of Paducah, Ky. The total amount expended to June 30, 1908, was $368,150. This expenditure has resulted in the completion of the work at Livingston Point and Tennessee Island at a cost of $77,367,65; in the removal of snags and the dredging of about 1,127,660 cubic yards of gravel 566 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. at about 31 localities, thus removing the worst obstructions below Hamburg; and in the maintenance of floating plant. The results of the dredging operations appear to be fairly permanent at about two- thirds of the places improved. The work done during the season of 1907 has been of unusual value. The maximum draft that can be carried over the shoalest place in this section at mean low water is about 3 feet. The extreme flood oscillations range from about 48 feet at Johnsonville to about 55 feet at Paducah. The commerce carried on the river between Florence and Paducah during the calendar year 1907 amounted to about 643,077 tons, valued at about $10,921,250, the principal items, in order of value, being general merchandise, farm products, and timber products. The amount estimated as a profitable expenditure in the fiscal year 1910 will be applied to maintenance and improvement of the channel at the shoal places offering the greatest obstruction to navigation. July 1, 1907, balance unexpended --------------------------- $40, 358. 75 Collected for damages to dredge Kentucky----------------------- 250. 00 40, 608. 75 June 30, 1908, amount expended during fiscal year: For works of improvement --------------------- $9, 058. 80 For maintenance of improvement ---------------- 27, 176. 42 36,235. 22 July 1, 1908, balance unexpended -------------------------- 4373.53 4, July 1, 1908, outstanding liabilities ------------------------------- 8. 65 July 1, 1908, balance available 364.88 4,--------------------------- Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 ---------------------- 50, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D D 1.) 2. Operating and care of Muscle Shoals Canal, Tennessee River.- For details of this canal and of its operation and care, also dimensions of locks, aqueduct, and drift sluice, see pages 2440-2446, Annual Report of the Chief of Engineers for 1901, with corrections given on page 1729 of report for 1902. The canal was opened to navigation in 1890. It is in two sections, aggregating about 18 miles in length, and has 11 locks. A railroad nearly 15 miles in length is operated in connection with the mainte- nance of the canal. Fifteen streams empty into the canal, none of them very large. Bars are constantly forming oppbsite their mouths and also at the entrances to the canal. A bucket dredge is kept on the canal in order to remove these bars as fast as they form. The number of commercial steamboats and barges that used the canal during the calendar year 1907 was 588, counting every trip, and the freight carried amounted to about 21,100 tons, the estimated value of which was $1,059,770. The number of lockages, exclusive of those of government craft, was 1,934. The amount expended to June 30, 1908, is $1,075,066.49, of which $62, 961.48 was expended during the year. (See Appendix D D 2.) RIVER AND HARBOR IMPROVEMENTS. 567 3. French Broad and Little Pigeon rivers, Tennessee.-The French Broad River is one of the largest tributaries of the Tennessee. It rises in North Carolina, flows in a generally northwesterly direction, and finally unites with the Holston River in the State of Tennessee, about 4.5 miles above Knoxville, to form the Tennessee River. It has a drainage area of about 5,600 square miles. Leadvale, Tenn., about 70 miles above the mouth, has generally been considered the head of navigation in Tennessee. An isolated portion of the river in North Carolina, between Brevard and Asheville, was under im- provement Tor several years from 1877 to 1882, and $43,000 was ex- pended in removing obstructing bowlders, fish traps, and snags, and in dredging and constructing wing dams at Cherokee, Big Buck, and other shoals. In its original condition the river was obstructed by rock reefs, sand and gravel bars, and by bowlders, snags, and overhanging trees, and numerous islands in the river divided the water and diminished the depth in the navigable channels. There were 41 shoals obstruct- ing navigation below Leadvale. The average slope below Leadvale is about 2.3 feet per mile, and the low-water discharge at Leadvale is reported as about 2,000 cubic feet per second. The Little Pigeon River is formed by the junction of its east and south forks at Sevierville, Tenn., and flows in a northerly direction for about 5 miles, emptying into the French Broad about 29 miles above its mouth. The Little Pigeon is navigable at ordinary stages only about 2 miles above its mouth (to Catlettsburg), and thus prac- tically amounts to an additional landing on the French Broad. In its original condition this portion of the river was obstructed by a bar at its mouth. The present project, adopted June 14, 1880, provides for open-river work on the French Broad to secure a navigable channel at low water from the mouth to Leadvale sufficient to permit the passage of boats drawing about 2.5 feet, at an estimated cost of $150,000, and for the removal of the bar at the mouth of the Little Pigeon. The amount expended to June 30, 1908, was $96,324.44, of which $5,771.69 was for maintenance. This expenditure has been applied to the improvement of navigation over 15 of the shoal places in the French Broad, the maintenance of the navigable channel, and the removal of the bar at the mouth of the Little Pigeon. It is proposed to apply the available balance to the improvement and maintenance of the channel. The maximum draft that can be carried over the shoalest place at mean low water is probably about 18 inches. The extreme flood oscillation is about 30 feet, ordinary floods having a range of about 10 to 15 feet. Steamboats rarely go above Dandridge, 46.5 miles above the mouth, and all the improvements are below this place. The commerce carried on this river during the calendar year 1907 amounted to about 82,669 tons, valued at about $567,769. For details of the French Broad, see the report of survey in the Annual Report of the Chief of Engineers for 1900, page 3018. An examination of the Little Pigeon is reported in the Annual Report for 1891, page 2287. The direction of traffic on these streams is not parallel to rail lines. The effect of the improvement on Trailroad rates, therefore, would be indeterminate, though doubtless important. 568 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The district officer recommends that owing to the commercial im- portance of the French Broad River, a biennial appropriation of $10,000 be made for maintenance of the improvement. His recom- mendation is concurred in. It is also recommended that an appro- priation of $18,000 for works of improvement be made for the fiscal year 1910. The appropriation recommended is for the extension of benefits derived by increasing the length of the navigable season. July 1, 1907, balance unexpended__----------------------------- $4, 027.79 June 30, 1908, amount expended during fiscal year for maintenance of improvement-- ----------------------------------------- 850. 27 July 1, 1908, balance unexpended ----------------------------- 3, 177.52 July 1, 1908, outstanding liabilities ------------------------------ 126. 19 July 1, 1908, balance available ----------------------------- 3, 051.33 Amount (estimated) required for completion of existing project .. 61,515.64 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in addition to the balance unexpended July 1, 1908 28,000.00 .---------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D D 3.) 4. Clinch, Hiwassee, and Holston rivers, Tennessee.-(a) Clinch River.-This river rises in the Cumberland Mountains in Virginia, and, after following a southwesterly course, empties into the Tennes- see River at Kingston, 104 miles above Chattanooga. It drains an area of about 5,000 square miles. Its average slope below Clinton (60 miles from the mouth) is about 1.3 feet per mile. The ordinary low-water discharge at Clinton is about 900 cubic feet per second. There are about 193 miles of the river in the State of Tennessee. In its original condition the channel was obstructed by rock reefs, sand and gravel bars, bowlders, snags, and overhanging trees. The present project, adopted in 1880, provides for channel excava- tion, removing surface obstructions, and the construction of wing dams and training walls, so as to secure a navigable channel 2 feet in depth at ordinary low water from the mouth of the river to Clinton, about 60 miles, and of 1.5 feet in depth from Clinton to Haynes (or Walkers) Ferry, about 66 miles. From Haynes Ferry to the State line, a distance of about 67 miles, it is proposed simply to remove the loose rock and bowlders, reduce the rock ledges, and remove snags, overhanging trees, and similar obstructions, so as to assist raft and flatboat navigation at the stages at which the river is ordinarily used. The amount expended to June 30, 1908, was $54,298.91, which had resulted in reducing many of the reefs, removing obstructions from the channel, and building several wing dams and training walls, whereby the channel was so far improved that the river could be used at stages 2 to 3 feet lower than before the improvement was begun. Small steamboats have occasionally navigated the Clinch River as far as Clinton. The total commerce reported on the Clinch River for the calendar year 1907 was about 94,655 tons (value estimated at $1,552,950). Logs rafted down the river comprised about 70 per cent of this ton- nage, and practically all of the remainder was transported between Kingston and the mouth, a distance of less than 1 mile; the only RIVER AND HARBOR IMPROVEMENTS. 569 other traffic reported consisted of about 400 tons of farm products carried between Harriman (near the mouth of Emory River) and Tennessee River points, a distance of 4.5 miles on Clinch River. For reasons given in his report, the district officer recommends the suspension of appropriations for this stream for the present. For survey of this river see Annual Report of the Chief of Engineers for 1901, page 2542. There is no information available indicating the extent to which freight rates are affected by this improvement. It seems safe to say that it will necessarily be slight until the time arrives when changed conditions shall have warranted the adoption of a plan for the radical improvement of this stream. July 1, 1907, balance unexpended ------------------------------- $1, 500. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ----------------------------------------------- 972.38 July 1, 1908, balance unexpended --------------------------------- 527. 62 July 1, 1908, outstanding liabilities ------------------------------- 28. 84 July 1, 1908, balance available ----------------------------------- 498. 78 (b) Hiwassee River.-The Hiwassee River rises in the mountains of westerni orth Carolina and northern Georgia, flows in a north- westerly direction, and enters the Tennessee River about 35 miles above Chattanooga. Its largest tributary is the Ocoee River, which enters it from the south about 35 miles from its mouth. The HIiwassee drains an area of about 2,725 square miles. Its average slope below the Ocoee is about 0.93 foot per mile. The low-water discharge at the mouth of the Ocoee is given as about 950 cubic feet per second. On examination, made in 1874, the channel was found to be obstructed by rock reefs, gravel bars, snags, and overhanging trees. The original project of improvement, based on the examination of 1874, was for a navigable channel 40 feet wide and 2 feet deep at ordinary low water to Savannah Ford, about 41.6 miles from the mouth of the river, to be secured by excavation of rock reefs and gravel bars and construction of wing dams. Expenditures under this project amounted to $36,427.07. The present project, based on a survey made in 1899, contemplates the development of a channel of not less than 116 feet width and 30 inches mean depth between the mouth of the river and the mouth of the Ocoee River by use of spur dikes, training walls and submerged sills, bank protection, and dredging, at an estimated cost of $71,125. There were sixteen shoals having less than the desired depth at low water. ' This project was adopted by the river and harbor act of June 13, 1902. The amount expended thereon to June 30, 1908, was $30,599.61. This expenditure was applied to maintenance of the navigable channel and to work of improvement at Mathews and Blackbird shoals, about 9 and 17 miles, respectively, above the mouth. The maximum draft that can be carried over the shoalest place at mean low water is about 2 feet. The extreme flood oscillation at Charleston, 19 miles above the mouth, is about 32 feet, but ordinary floods do not exceed about 15 to 18 feet. Small boats of about 100 tons capacity can navigate the river eight months in the year. Savannah 570 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Ford, 7 miles above the mouth of the Ocoee River, has at times been reached by steamboats, and is usually regarded as the head of steam- boat navigation. The commerce on the Hiwassee River reported for the calendar year 1907 amounted to about 7,040 tons, valued at about $295,910. It con- sisted principally of farm products and general merchandise. For report of survey see Arinual Report of the Chief of Engineers for 1901, page 2458. There is no information available indicating the extent to which freight rates will be affected by this improvement. It will probably be slight. All the funds called for in the estimate of the present project have been appropriated. In order to maintain the improvement in an effective manner $10,000 should be appropriated biennially for main- tenance, and this amount has been estimated for as a profitable expendi- ture in the fiscal year 1910. July 1, 1907, balance unexpended ------------------------------ $49, 803. 24 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------- 10, 539. 29 July 1, 1908, balance unexpended ----- 39, 263.95 July 1, 1908, outstanding liabilities - 5, 608. 30 July 1, 1908, balance available ------------------------ 33, 655.65 July 1, 1908, amount covered by uncompleted contracts ------------ 10, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908_ ----------------------------- 10, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Holston River.-The Holston River is formed by the junction of its north and south forks at Kingsport, Tenn., and flows thence about 142 miles in a southwesterly direction and unites with the French Broad 4.5 miles above Knoxville to form the Tennessee River. It drains an area of about 3,811 square miles. It has an average slope of about 2.5 feet per mile and a minimum discharge of about 650 cubic feet per second. In its original condition the channel was obstructed by rock reefs and ledges, bowlders, snags, and overhanging trees. The present project, adopted in 1902, provides for the removal of channel obstruc- tions and cutting overhanging trees from the mouth to Kingsport, at an estimated cost of $5,000. The amount expended to June 30, 1908, was $5,699.12, which has resulted in clearing the channel of some of the most troublesome obstructions between the mouth and Ridleys shoals, a distance of about 137 miles. There is no regular upstream navigation of the river. Occasionally a small steamboat runs up 30 to 60 miles from the mouth at times of high water. The commerce reported for the calendar year 1907 consisted of about 12,240 tons of logs rafted, the value of which was estimated at about $61,200. For report of survey, see Annual Report of the Chief of Engineers for 1901, page 2518. RIVER AND HARBOR IMPROVEMENTS. 571 Railroad rates are not believed to be at all affected by work car- ried on under the present project, which is practically for mainte- nance only. For reasons given in his report the district officer states that further improvement of this stream is not warranted at the present time. July 1, 1907, balance unexpended --------------------- $1,500. 00 June 30, 1908, amount expended during fiscal year for maintenance of improvement ---------------- 1,181.95 July 1, 1908, balance unexpended -.- --- 318.05 CONSOLIDATED. July 1, 1907, balance unexpended ------------------------------- $52, 803.24 June 30, 1908, amount expended during fiscal year for maintenance of improvement -- -------------- 12, 693.62 July 1, 1908, balance unexpended ------------------------------- 40,109. 62 July 1, 1908, outstanding liabilities ------------------------------ 5, 637.14 July 1, 1908, balance available ---------------------------------- 34, 472.48 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- a 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix D D 4.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 25 1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were re- viewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Beech River, Tennessee.-Report dated October 28, 1907, is printed in House Document No. 58, Sixtieth Congress, first session. The locality is not considered worthy of im- provement by the General Government. 2. Preliminary examination of Big Sandy River, Tennessee.-Re- port dated October 26, 1907, is printed in House Document No. 217, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination of Richland Creek, Tennessee.-Re- port dated August 20, 1907, is printed in House Document No. 223, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 4. Preliminary examination of Duck River, Tennessee, from its mouth to Centerville.-Report dated August 20, 1907, is printed in House Document No. 348, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. S5. Preliminary examination of Hatchee River, Tennessee, to the town of Brownsville.-Report dated December 23, 1907, is printed in a For Hiwassee River. 572 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. House Document Nd. 666, Sixtieth Congress, first session. The local- ity is not considered worthy of improvement by the General Govern- ment. 6. Preliminary examination of Elk River, Tennessee and Alabama, from its mouth to Fayetteville.-Report dated November 15, 1907, is printed in House Document No. 951, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. REPORT ON EXAMINATION OF TENNESSEE RIVER AS TO ADVISABILITY OF IMPROVEMENT FOR THE DEVELOPMENT OF WATER POWER, MADE IN COM- PLIANCE WITH THE RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Report dated November 7, 1907, by a Board of Engineers on ex- amination of Tennessee River, from Elk River Shoals to Florence railway bridge, Alabama, as to the advisability of improvement for the development of water power, required by the river and harbor act of March 2, 1907, was duly submitted, and was transmitted to Congress. It is printed in House Document No. 781, Sixtieth Con- gress, first session. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST CINCIN0 NATI, OHIO, DISTRICT. This district was in the charge of Col. Wm. T. Rossell, Corps of Engineers. Division engineer, Col. G. J. Lydecker, Corps of Engineers, to November 15, 1907, Col. Chas. E. L. B. Davis, Corps of Engineers, from November 15, 1907, to February 15, 1908, and Colonel Rossell since February 15, 1908. 1. Ohio River (general open-channel improvement) .- This work was commenced by the General Government in 1827, when low-water navigation over many of the bars and shoals was impossible for commercial purposes; but the improvements made and maintained since then have provided fairly convenient channels at such places for a profitable light-draft local freight and passenger service during low-water periods. The difference in level of water surface of the river varies; at Cincinnati, nearly midway between the head and mouth of the river, the average annual range during the past thirty years is 48 feet. The project under which operations have been carried on has been a continuous and progressive one, the principal features of the work being the removal of snags, rocks, and wrecks from the general chan- nel; the direct improvement of bars and shoals, by dredging and rock excavation; the construction, repair, and maintenance of low dikes and dams to concentrate and direct the flow of water in improved channels; bank protection and the construction and repair of levees where required in the interest of navigation; the construction, repair, and maintenance of ice piers and harbors; miscellaneous improve- ment, including surveys, establishment, care, and record of water gauges, establishment of harbor lines, regulation of encroachment and deposits on the banks of the river or in its channel, and the super- vision of construction of bridges across the river. The length of river through which the work extends is but little short of 1,000 miles, and the total expenditure in this district by the Government during the RIVER AND HARBOR IMPROVEMENTS. 573 eighty-one years it has been in progress, exclusive of liabilities out- standing June 30, 1908, is $6,863,069.12. The river and harbor act of March 2, 1907, appropriated $20,000 for repairing Great Miami embankment of Ohio River east of Law- renceburg, Ind., if such repair should be directly and necessarily required in the interest of navigation. A contract was entered into on December 19, 1907, for repair of this embankment. Owing to the lateness of the season the con- tractor was not ordered to begin work until May 14, 1908. The fol- lowing material was placed during the fiscal year: 7,392.5 cubic yards of earth fill and 358, square yards of concrete. The principal operations of the last fiscal year were as follows: The U. S. dredges Ohio and Oswego excavated 190,141 cubic yards of gravel, sand, etc., and 92.41 tons of rock and sunken logs, and the hired dredging plant excavated 90,820 cubic yards of gravel, sand, etc., 20 tons sunken logs, and 12,800 feet B. M. wreckage. This dredging has resulted in improvement of the channel, making a depth of 4 to 6 feet below low water at Captina Island bar, Fish Creek Island, Opossum Creek bar, Bat and Grape islands, Short Creek bar, Newberry Island bar, Eightmile Island, Gallipolis Island, Twin Creek bar, and Gallipolis Ice Harbor. Proposals were solicited twice during the fiscal year for construction of dam at head of Browns Island and both were rejected as excessive, and the work will be readvertised later. A contract was entered into October 14,1907, for construction of concrete dam at head of Marietta Island, and the work was started on June 10, 1908, the following work being done: Twenty-one piles and 889 cubic yards excavation. A contract was entered into October 14, 1907, for low dike at Grand Chain; river conditions being unfavorable, nothing has been done, but present indications are favorable for its construction during com- ing low-water season. The work on dikes at Mound City, Ill., is now under contract, but owing to high stages of river which prevailed, no work was done during the fiscal year. Under contract dated June 30, 1905, work on the ice pier at Gallipolis, Ohio, was carried on and completed. The total amount of materials placed in this ice pier was as follows: Timber protection, 14,018 feet B. M.; pumping, twenty-five days; excavation, 797.34 cubic yards; wrought iron or steel, 6,293 pounds; wrought iron or steel nosings, anchors, etc., 7,010 pounds; timber forms, 11,547 feet B. M., and concrete masonry laid, 1,657.21 cubic yards. Work on new hydraulic and grapple dredge and plant has been continued under contract. The hull, cabin, and upper works have been completed, and also the pontons for same. Supervision was had of established harbor lines at Steubenville, Ohio, Wheeling, W. Va., Ironton, Ohio, and Cincinnati, Ohio. Work in connection with tentative harbor lines at East Liverpool, Ohio, having been completed, the map was platted during the fiscal year. Difficulty having been experienced in locating points in the Cincin- nati harbor line on account of removal of buildings, etc., on which they had been placed, a survey party was employed in relocating and marking the harbor line by means of concrete and wooden posts, and tracings are being prepared. Twenty-nine permits were issued by the War Department to cover construction of gas and water pipe 574 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. lines, overhead and submarine cables, inclines, waterworks intakes, coal tipples, dredging, bank protection, ice brealrs, etc. Plans for rebuilding the superstructure of bridge at Point Pleasant, W. Va., were approved by the Secretary of War. Supervision was had of permits for all miscellaneous and bridge constructions below the Pennsylvania State line. The nature of the Ohio River is such that its improvement, whether by canalization (locks and dams) or open channel, can not bring full benefit to navigation interests until the improvement shall have become more continuous than past appropriations have permitted. The unimproved portions afford less depth of channel than the im- proved sections and limit the available draft for the whole river to that required for passing its shoalest parts. Dredging and snagging operations will be required at many places, even should a more or less complete system of canalization be finally adopted, and for open- channel improvement continuous work and simultaneous operations will be absolutely necessary to produce effective results. The Gov- ernment plant should be largely increased in order that any great amount of work may be accomplished during the comparatively short periods to which effective operations must be limited each year on account of unfavorable river conditions. Several light-draft tow- boats, barges, and derrick boats for dike construction and removing rocks or other obstructions are all urgently needed before anything approximating satisfactory progress can be expected. The available depth in the Ohio River varies greatly with the fluc- tuation in river stages. During the fiscal year the available depth has been above the average. This was due, however, to heavy rain- fall rather than to permanent improvement of channel. The fluctuations in river stages are indicated by the following read- ings from characteristic river gauges: Highest. 1908. Lowest. 1907. Range. Feet. Feet. Feet. Pittsburg, Pa., or Davis Island dama ................ 29.1 Feb. 16 3.0 Sept. 1 26.1 Wheeling, W.Va.,... .............................. 42.6 Feb. 17 2.5 Aug. 24 40.1 Parkersburg, W.Va................................... 41.0 Feb. 18 3.8 Sept. 3 37.3 Point Pleasant, W. Va ... ................. 45.7 Feb. 19 3.1 Ot. 27 42.6 Portsmouth, Ohio ... ............................. 53.9 Apr. 3 5.3 Oct. 29 48.6 Cincinnati, Ohio................................. 55.7 Apr. 4 7.0 Oct. 31 48.7 Louisville, Ky.(head).. ........................... 31.2 Apr. 6 3.4 Nov. 1 27.8 Evansville, Ind...................... ............ 42.2 jApr. 8 3.4 .... do... 38.8 Paducah, Ky ......................................... 42.2 Mar. 20 3.6 .... do... 38.6 Cairo, Ill.................. ........... ............. 45.5 Mar. 18 9.5 .... do... 36.0 tMar. 19 a Pittsburg gauge used when dam was down and Davis Island when dam was up. The available depth in channel may be considered 1 foot greater than gauge readings from Pittsburg to Louisville and 2 feet greater from Louisville to Cairo. During the fiscal year no work was done to increase the available depth, but work was confined to the removal of snags and other ob- structions and increasing the width of narrow low-water channels, thus bettering navigable conditions. RIVER AND HARBOR IMPROVEMENTS. 575 No estimate can be given of the effect of the improvement thus far made on freight rates. The comparative rates between Pittsburg, Pa., and Memphis, Tenn., by rail and by river were estimated in 1903 as follows: Pittsburg-Memphis. Miles. Per ton. Soft coal: By railroad................................................................. 807 $3.73 By steamboat.............................................................. 1,218 .42 In this connection reference is made to the Report of Ohio River Board (H. Doc. No. 492, 60th Cong., 1st sess.), in which statements are made of present and prospective commerce and the effects of improvements on freight rates, etc. In order to provide for navigation during comparatively low-water periods in winter, many of the existing dikes and dams will require to be kept in a state of repair, as the movable dams can not safely be operated during a time of even light-running ice, although properly protected steamboats may be able to navigate at such time. The severe losses to floating craft during recent years have shown the im- portance of maintaining certain of the harbors of refuge afforded by existing ice piers and the providing of others at carefully selected localities. The commerce of the river during the past year, so far as indicated by statistics that the engineer officer in charge of the river has been able to obtain, was as follows: General merchandise, coal, etc., 11,306,544 tons, at an estimated value of $79,145,808; passengers, 4,414,213. July 1, 1907, balance unexpended . . -.. $690, 043. 67 Received from sales, etc 318.91 690, 362. 58 fiscal year:690362.58 June 30, 108, amount expended during For works of improvement- $90,253.74 For maintenance of improvement 17, 415. 09 - 107, 668.83 July 1, 1908, balance unexpended 582, 693. 75 July 1, 1908, outstanding liabilities- 3, 071.89 July 1, 1908, balance available--- 579, 621. 86 July 1, 1908, amount covered by uncompleted contracts 173, 557.07 Amount (estimated) required for completion of existing project Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement and for maintenance, in ad- _ dition to the balance unexpended July 1, 1908 ----------------- 545, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix E E 1.) 2. Lock and Dam No. 37, Ohio River.-The river and harbor act approved June 13, 1902, authorized the construction of this dam at a cost not to exceed $1,050,000, and the river and harbor act of March 576 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2, 1907, authorized the expenditure of $100,000 in excess of amounts theretofore appropriated or authorized, " provided that the said lock and dam shall be constructed with a view to a navigable depth of nine feet." Of the continuing-contract authorizations $230,000 is yet to be appropriated. Work was carried on from July 1 to December 15, 1907, and from June 8 to June 30, 1908, with interruptions from eight freshets, and included cofferdam construction, excavation for foundations of lock walls, upper gate recess, upper gate track and section of upper guide wall foundation, construction of lock wall foundations and mono- liths, filling back of land wall of lock and around upper and lower gate recesses, the laying of fixed ironwork, lowering gate tracks, clearing of land, constructing lock gates, needles and batterns for poiree dam, wickets for navigable pass, etc., the quantities being as follows: Twenty-four temporary piling; 102,186 feet B. M. crib timbers; clearing 2.7 acres land; 6,148 cubic yards ordinary excava- tion; 12,171 cubic yards deposit excavation; 307 cubic yards rock excavation; 22,444 cubic yards ordinary filling; 2,306 cubic yards stone filling; 11,314 cubic yards concrete masonry; 2 manholes; 138,455 feet B. M. oak timber; 1,766 feet B. M. white pine timber; 7,752 feet B. M. yellow pine timber; 1,752 feet B. M. cypress tim- ber; 184,507 pounds cast iron; 187,078 pounds wrought iron and steel; 28,548 pounds steel castings; lowering gate track, etc., remov- ing 177 cubic yards concrete masonry. Under provisions of contract, 218,118 pounds of ironwork, 4,494 feet B. M. oak timber, 7,976 feet B. M. white pine timber, and 13,931 feet B. M. yellow pine timber were delivered at site and partial payment made thereon. Ten thousand six hundred and ninety- nine and one-half barrels of Atlas Portland cement were delivered during the year, and 11,9101 barrels were used in the work, there being some cement left over from previous year. By authority of the Secretary of War an additional tract of land, containing 10 acres, was secured on the Kentucky side of the river in order that the river bank might be protected from scour. Under a supplemental agreement with the contractor dated August 28, 1907, work was carried on in connection with lowering the tracks of the lower gates of lock and slightly modifying the gate itself. The total expenditures on account of work to June 30, 1908, ex- clusive of outstanding liabilities, is $450,507.87. It is proposed to apply the funds asked for the fiscal year 1910 for Lock and Dam No. 37, Ohio River, toward completion of naviga- able pass, bear traps, buildings, machinery, and other appurtenances of the lock and dam necessary to its operation. July 1, 1907, balance unexpended_ ------------------------------- $493, 348.48 Amount appropriated by sundry civil act approved May 27, 1908-- 100, 000.00 593, 348. 48 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------------------------- 123, 856. 35 July 1, 1908, balance unexpended ------------------------------- 469, 492. 13 July 1, 1908, outstanding liabilities ------------------------------ 2, 256. 80 July 1, 1908, balance available -.... 467, 235. 33 RIVER AND HARBOR IMPROVEMENTS. 577 July 1, 1908, amount covered by uncompleted contracts ---------- $505, 926.15 Amount (estimated) required for completion of existing projectL - 230, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ----------------------------------- a 230, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E E 2.) 3. Operating snag boats on the Ohio River below the Pennsylvania State line.-The condition of the channel way of the Ohio, the neces- sity for continuous snag-boat work, and the benefits accruing there- from to river commerce are plainly shown by the yearly reports of obstructions removed, which obstructions, if permitted to remain, would make navigation highly dangerous at ordinary stages and hazardous at any time. The project for removing obstructions by a properly equipped snag boat was put in operation in 1876, the boat having been completed at a cost of $125,125.24, and the expense of operating having been borne by appropriations for improving Ohio River until 1890. The river and harbor act of September 19, 1890, provided $25,000 yearly for this purpose, and the act of June 3, 1896, increased the yearly appro- priation to $50,000. The amount expended on this work during the fiscal year ending June 30, 1908, was $35,109.69, the total expenditures up to the close of the present fiscal year, exclusive of outstanding liabilities, being $579,133. 06. For report upon operation of snag boats on the Ohio River in the State of Pennsylvania, see page 589, following. As far as practicable the removal of obstructions is carried on whenever permitted by the stage of water and the absence of danger- ous ice; and during the last fiscal year the regular Ohio River snag boat E. A. Woodruff was in active service from July 1, 1907, to January 4, 1908, and from June 10 to June 30, 1908, traveling 6,251 miles and removing the following obstructions: Seven hundred and ninety-two snags, aggregating 3,542.66 tons; 12 rocks, measuring 170 cubic feet; 364 cords of drift, and 40 wrecks, comprising 17 coal barges, 13 coal boats, 3 fuel flats, 2 gravel barges, 2 mud scows, 1 wharfboat, 1 steam boiler, and the remains of 1 steamboat. The snag boat Woodruff is a powerful and finely equipped vessel that does admirable service during moderate stages of water, but can do little or nothing when the river is at a stage of less than 4 feet, though it is at such stages that snagging operations should be prose- cuted most advantageously. It is extremely important that snagging operations should be extended to cover these low-water periods, and to this end it is recom- mended that the yearly appropriation for snagging, as provided for by the act of June 3, 1896, be increased to $100,000 for the fiscal year ending June 30, 1910, the additional $50,000 to be used in the building and equipment of one light-draft combination snag and derrick boat, adapted for use at even extreme low-water stages. This a Of this amount $130,000 is under contract authorization of 1902 and $100,000 under that of 1907. 57101-ENG 1908---37 578 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. boat would form a part of the regular snagging plant, and would be operated from the yearly appropriation made for that purpose. (See Appendix E E 3.) EXAMINATION OF OHIO RIVER MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1905. Report dated December 15, 1906, by a Board of Engineers on examination of Ohio River, with a view to obtaining channel depths of 6 and 9 feet, respectively, required by the river and harbor act of March 3, 1905, was duly submitted and reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law. The report was transmitted to Congress and printed in House Document No. 492, Sixtieth Congress, first session. Plans for improvement at an esti- mated cost of $50,962,266 for a 6-foot project and $63,731,488 for a 9-foot project are presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE PITTSBURG, PENN- SYLVANIA, DISTRICT. This district was in the charge of Maj. H. C. Newcomer, Corps of Engineers, having under his immediate orders the following-named officers of the Corps of Engineers: Capt. F. W. Altstaetter to March 30, 1908, First Lieut. E. N. Johnston to August 20, 1907, First Lieut. Lewis M. Adams since December 1, 1907, and Capts. Edward N. Adams and Albert E. Waldron the entire year. Division engineer, Col. G. J. Lydecker, Corps of Engineers, to November 15, 1907, Col. Chas. E. L. B. Davis, Corps of Engineers, from November 15, 1907, to February 15, 1908, and Col. Wm. T. Rossell, Corps of Engineers, since February 15, 1908. 1. Monongahela River, West Virginia.-The Monongahela River is formed by the junction of the Tygarts Valley and West Fork rivers, about 1 mile south of Fairmont, W. Va., and flows in a gen- erally northerly direction about 128 miles to its junction with the Allegheny River at Pittsburg, Pa. The improvement of the portion in West Virginia is considered to extend down the river as far as Lock No. 8 at the mouth of Dunkards Creek, Pennsylvania, about 4 miles north of the Pennsylvania State line, or a total distance of about 41 miles. Navigation on this portion of the river in its original condition was impeded at high water by swift currents, the fall per mile being about 2 feet. At low stages it was obstructed by shoals and numerous gravel and rock bars. Steamboat navigation was practicable at high stages as far upstream as Morgantown. Occasionally a boat could go as far upstream as Fairmont, and downstream navigation of flats and small rafts was practicable at medium and high stages. The original project for this portion of the Monongahela River was adopted in 1872, and contemplated the construction of Locks and Dams Nos. 8 and 9. This project was completed on November 8, 1899, with the result that boats drawing 5.2 feet of water could navi- gate the river at low water as far upstream as Morgantown, W. Va., the river having previously been slack-watered from its mouth to Lock No. 8 by the Monongahela Navigation Company. The amount expended under this project was $436,900. RIVER AND HARBOR IMPROVEMENTS. 579 The existing project, adopted by Congress July 13, 1892, provides for the construction of six locks and dams, Nos. 10 to 15, inclusive, between Morgantown and Fairmont, W. Va., at an estimated cost of $1,275,000. Appropriations aggregating this amount have been made and the sum of $107,463.86 was recovered from surety company on contract of C. I. McDonald for failure to complete Locks and Dams Nos. 10 to 15. The amount expended under this project up to close of the fiscal year ending June 30, 1908, was $1,314,440.38, including $21.64 re- ceived from sales. The condition of this work on June 30, 1908, was as follows: Nos. 10 to 15, inclusive.-The locks and dams proper were com- pleted and assigned to " Operating and care of canals," etc., in January, 1904. The lock houses and outbuildings have been com- pleted, the lock grounds graded, and additional protection provided by strengthening the abutments and raising and lengthening the lower guide walls. Some further work is required on one of the abutments and the construction of one upper guide wall. The completion of these six locks and dams extended slack-water navigation about 28 miles, from Morgantown to a point on the West Fork River 4 miles above Fairmont, W. Va., with a minimum navi- gable depth of 7 feet. The improvement should enable the people of the territory affected to transport coal, general freight, etc., almost uninterruptedly to market. The greatest recorded flood height is 40 feet at Morgantown. Or- dinary flood heights average about 22 feet on this portion of the river. Traffic on this portion of the river is not heavy, but it has mate- rially increased over that originally existing there. A daily line of packets plies the river between Pittsburg and Fairmont, and tow boats operate as necessity requires. Since the opening of the locks there has been some development of coal mines and the shipment of coal by water in small quantities. A statement of commerce and of the effect of the project on freight rates, so far as known, is given in the report for operating and care of locks and dams on Monongahela River, page 583. References to more extended information, reports of surveys, etc., are given on page 467 of the Annual Report of the Chief of Engineers for 1905. July 1, 1907, balance unexpended_-- - $68, 804.05 June 30, 1908, amount expended during fiscal year for works of im- provement_----------------------------- -758. 93 July 1, 1908, balance unexpended. - 68, 045. 12 (See Appendix F F 1.) 2. Monongahela River, Pennsylvania.-The improvement of this part of the river is considered to extend from Pittsburg to the mouth of Dunkards Creek, a distance of 87.5 miles. In its original condi- tion, prior to 1840, it was navigable for steamboats only at high stages. A downstream navigation for light-draft flats and rafts was practicable at high and medium stages. The average fall per mile is about 0.9 foot and the minimum discharge about 160 cubic feet per second. In 1833 Congress provided for a survey of the river from Pittsburg to Brownsville, a distance of about 57 miles. This survey was not 580 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. followed by an appropriation for improving the river, and the legis- lature of Pennsylvania, by act of March 31, 1836, incorporated and authorized the Monongahela Navigation Company to improve the river from Pittsburg, Pa., to the Virginia State line, a distance of 91.5 miles. This company built seven locks and dams, producing slack water from Pittsburg to within 2 miles of the West Virginia State line. The river and harbor act of June 3, 1896, authorized and directed the Secretary of War to institute and carry to completion proceed- ings for condemnation of all the property and appurtenances of the company. The property was acquired by the United States on July 7, 1897, at a cost of $3,761,615.46. The amount expended on original and modified projects prior to operations under existing project was $3,769,073.88, including the purchase money. The existing project, adopted in 1899, with subsequent modifica- tions (see Annual Report of the Chief of Engineers for 1906, p. 515), provides for the enlargement and improvement of Lock No. 6 and some additional structures at Lock No. 3, for the rebuilding of Locks Nos. 2, 3, and 5, using in each case two parallel chambers, each 56 by 360 feet, and fixed concrete dams with movable tops, and for the acquisition of necessary land and construction of certain improve- ments at Locks Nos. 5 and 6; all at a total estimated cost of $2,194,605. The amount expended up to the end of fiscal year ending June 30, 1908, was $1,426,738.58. Work is being carried on under continuing-contract appropriations at new Lock No. 5. The balance of the authorization remaining to be appropriated is $200,000. The condition of work on June 30, 1908, was as follows: Lock and Dam No. 2.-The lock, power house, guard and guide walls, with the exception of upper 105 feet of upper guide wall, were built under contract. The abutment and dam were built by hired labor. The river lock has been in operation since August 15, 1905, and the land lock since March 5, 1906. The existence of cross currents at this lock renders it necessary to extend the upper guide and guard walls upstream and the middle wall downstream to provide safe and convenient access to the locks, and an estimate of $43,000 is included in this report to cover the cost of the work. Lock and Dam No. 3.-The lock, guard and guide walls, the power house, power plant, arid two lock-keepers' houses were built under contract. The abutment and dam were built by hired labor, the whole work being complete except for the installation of the mov- able top for the dam and the raising of the upper sill of the river lock. The river lock was placed in operation May 20, 1907, and the land lock October 23, 1907.. Lock and Dam No. 5.-The contractors for the lock have installed their plant and begun work on the upper guard wall and the lower guide wall. Work on the abutment by hired labor has also been begun. Locks Nos. 3 and 6, and floating plant.-All of the necessary structures at Lock No. 3, and the improvements contemplated at Lock RIVER AND HARBOR IMPROVEMENTS. 581 No. 6 have been nearly completed. All of the floating plant pro- vided for in the existing project, consisting of a dredge and two dump scows and repair steamer with snagging appliances, has been completed and put in service. The necessary land has been acquired at Lock No. 6. The greatest recorded flood height is 44 feet at Brownsville. Ordi- nary flood heights average about 30 feet on this portion of the river. The traffic of the river is hampered and restricted by insufficient capacity and inconvenience at the locks. This will not be overcome until the enlargement of Locks Nos. 1, 4, and 5 has been accomplished. A statement of commerce and of the effect of the project on freight rates, so far as known, is given in the report for operating and care of locks and dams on Monongahela River, page 583. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1910, to work on new Lock and Dam No. 5 ($200,000), under continuing contract authorized by the river and harbor act of March 2, 1907, and to the extension of upper guide wall upstream and of middle wall downstream at Lock No. 2 ($43,000). It is very important that old locks Nos. 1 and 4, built many years ago with dimensions that are now inadequate for the growing com- merce of the river, and partly in danger of falling down, should be rebuilt at the earliest practicable date, and it is therefore recom- mended that authorization be also given for the additional amounts required to complete these works, so that they may be carried on under continuing contract. A list of references to reports of examinations and surveys and other items of interest concerning this river are given on page 469 of Annual Report of the Chief of Engineers for 1905. CONSOLIDATED. July 1, 1907, balance unexpended $368, 660.10 Amount appropriated by sundry civil act approved May 27, 1908- 300,000.00 Amount received from sale of condemned property --------------- 46.55 668, 706.65 June 30, 1908, amount expended during fiscal year for works of improvement ------ 100, 536.36 July 1, 1908, balance unexpended - --- 568,170.29 July 1, 1908, outstanding liabilities ------------------ 10, 105. 78 July 1, 1908, balance available ----------------------- 558, 064.51 July 1, 1908, amount covered by uncompleted contracts----------394, 994.07 Amount (estimated) required for completion of existing project-__ 243, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908_. - __------------------------------.a 243, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Of this amount, $200,000 is for continuing-contract work on Lock No. 5, authorized by the river and harbor act of March 2, 1907. 582 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. REBUILDING LOCK NO. 2. July 1, 1907, balance unexpended- __------- - -- $3, 782.37 June 30, 1908, amount expended during fiscal year for works of im- provement_ ------------------------------------------------ 11.95 July 1, 1908, balance unexpended -_-___-__ - 3, 770.42 Amount (estimated) required for completion of existing project 43, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance _ unexpended July 1, 1908 ---- _-__-__--__-___---_-_ _ __ ___ 43, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. REBUILDING LOCK NO. 3. July 1, 1907, balance unexpended_ -- ------- $98, 783. 74 Amount received from sale of condemned property---------------- 46. 55 98, 830. 29 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------- 79, 341. 26 July 1, 1908, balance unexpended_ 19, 489.03 July 1, 1908, outstanding liabilities ------------------------------ 563.41 July 1, 1908, balance available 18,925. 62 July 1, 1908, amount covered by uncompleted contracts ------------ 1, 291. 58 REBUILDING LOCK NO. 5. July 1, 1907, balance unexpended ------------------------------ $254, 440. 06 Amount appropriated by sundry civil act, approved May 27, 1908 300, 000. 00 554, 440. 06 June 30, 1908, amount expended during fiscal year for works of im- provement -------------------- 17, 033.15 July 1, 1908, balance unexpended ---------------------------- 537, 406.91 July 1, 1908, outstanding liabilities ---------------------------- 9, 542.37 July 1, 1908, balance available - - - --- 527, 864.54 July 1, 1908, amount covered by uncompleted contracts ----------- 393, 702.49 Amount (estimated) required for completion of existing project 200,000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908---------------------------200, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. LOCKS NOS. 3 AND 6, ETC. July 1, 1907, balance unexpended "--- $3, 803.93 July 1, 1908, balance unexpended- -- 3, 803.93 LOCKS NOS. 5 AND 6. July 1, 1907, balance unexpended---- $7, 850.00 June 30, 1908, amount expended during fiscal year for works of im- provement - __------------------4,150.00 July 1, 1908, balance unexpended_ 3 700.00 - _------ (See Appendix F F 2.) RIVER AND HARBOR IMPROVEMENTS. 588 3. Operating and care of locks and dams, Monongahela River.- Statements of the original condition of the Monongahela River are contained in the summaries for Monongahela River, West Virginia and Pennsylvania. The slack-water system of the Monongahela River comprises 15 locks and dams. Locks Nos. 1 to 4, inclusive, are double locks; 5 to 15 are single locks. A table giving the dimen- sions of the locks, lengths of dams, and other data is given in the Annual Report of the Chief of Engineers for 1907, page 1691. The dams extend slack water to a point on West Fork River 4 miles above Fairmont, W. Va., or a total distance of about 131 miles above the mouth of the Monongahela River at Pittsburg. Control- ling depths at normal pool stages on the sills at the different old locks below Morgantown vary from 4 to 6.7 feet; on the new locks above that place they are uniformly 7 feet. During low stages of water depths of 7.5 to 8 feet are maintained below Dam No. 6 by placing flashboards on the dams. Locks Nos. 1 to 7, inclusive, have been under operation and care since July 7, 1897, when they were purchased from the Monongahela Navigation Company: No. 8 since November 8, 1889; No. 9 since 1879, and Nos. 10 to 15, inclusive, since January, 1904. The total amount expended for operating and care to June 30, 1908, was $2,443,725.59. The amount expended during the fiscal year ending June 30, 1908, was $253,518.93. Necessary repairs were made to the locks and dams and floating plant, and the locks were operated throughout the year, except when closed for limited periods for repairs, or on account of floods or ice. The total number of lockages at the 15 locks for the calendar year 1907 aggregated 88,115, giving a total commerce through individual locks amounting to 36,768,381 tons, and 223,408 passengers. Much of this commerce, of course, moved through several locks. Taking only the aggregate of the greatest items of the different kinds of freight passing up and down at any single lock, plus the coal mined and shipped in pools 1 and 2, which amount is manifestly less than the real movement of commerce, the total commerce of the Monon- gahela River for the year amounted to 12,772,508 tons and 42,373 passengers. The effect on freight rates of the slack-water system of the Monon- gahela is, very great. This is true for all manner of products, and particularly so for coal. For an average haul of 50 miles on the Monongahela River the price of coal delivered by river is $1.25 per ton, as compared with $1.40 per ton delivered by rail, making the river freight rate 15 cents per ton cheaper. As the haul increases the advantage of the river advances rapidly. As an example, the river freight rate on coal to a point 12 miles below Pittsburg is 2.5 mills per bushel, or 6.25 cents per ton, in barge-load lots, while the rail freight rate to the same point is 40 cents per ton, a difference in favor of river of 33.75 cents per ton. The effect on freight rates beyond the above, due to the rebuilding of Locks and Dams 2 and 3, will not be felt until the enlargement of Locks Nos. 1, 4, and 5 is accomplished, when larger cargoes will be towed by steamers and the freight rate reduced accordingly. (See Appendix F F 3.) 4. Allegheny River, Pennsylvania, open-channel work.-The Alle- gheny River rises in northern Pennsylvania and flows northwestward 584 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. into New York, and thence in a southerly direction into Pennsylvania again to its junction with the Monongahela River at Pittsburg. The average fall per mile of the navigable portion is about 2.2 feet and the minimum discharge at Pittsburg is about 1,440 cubic feet per second. In its original condition the Allegheny River abounded in obstruc- tions, such as bowlders, snags, islands, bars, and wide-spreading shoals, all of which rendered navigation at best hazardous and prac- ticable only at such high stages of water as would enable craft to clear the obstructions. The present project was adopted in 1878 and 1880 and contemplates the removal of the bowlders and snag obstructions and the construc- tion of low dams and dikes to close secondary channels and concen- trate the low-water flow on shoals. The amount expended under this project to June 30, 1908, was $262,709.20, fully one-half of which was applied to maintenance. The work that has been done enables navigators to operate safely on stages from 2 to 3 feet lower than formerly. The present condition of the channel is generally satisfactory, hav- ing been largely cleared of the more objectionable obstructions, but to maintain its condition it is necessary to annually remove any bowlders or snags brought in by the tributaries or carried along by ice and freshets. The dikes and dams are also becoming old and require frequent repairs. The greatest recorded flood height is 36.6 feet at Herr Island dam. Ordinary flood heights average about 30 feet. Except on the lower 25 miles of the river the principal traffic is the downstream transportation of timber and lumber rafts, new coal-boat bottoms, barges and flats, usually loaded with tan bark, lumber, posts, railroad ties, and other timber products, and the towage of gravel, stone, sand, etc. Steamboating is not now conducted to any material extent above Kittanning. The annual commerce of the river above slack-water improvements in course of construction is about 400,000 tons, extending over 230 miles from Tarentum, Pa., to Olean, N. Y. The effect of the work on freight rates is not very noticeable, as the depth of water has not been increased, but the hazard of boating has been greatly decreased. It is proposed to apply the $5,000 estimated as a profitable expendi- ture for the fiscal year 1910 to maintenance of the existing channel and works of improvement. More detailed information, reports of surveys, etc., are given in the following Annual Reports of the Chief of Engineers: 1899, page 2411; 1902, page 1901, and 1905, page 1862. July 1, 1907, balance unexpended $2,891.08 June 30, 1908, amount expended during fiscal year for maintenance of improvement - -- 600.28 July 1, 1908, balance unexpended _ _----------- 2, 290. 80 Amount that can be profitably expended in fiscal year ending June 30, S1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 --------------------------------------- 5,000.00 ISubmitted in compliance with requirements of sundry civil act of [ June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix F F 4.) RIVER AND HARBOR IMPROVEMENTS. 585 5. Allegheny River, Pennsylvania, construction of locks and dams.-Prior to the completion, in 1885, of the Davis Island dam in the Ohio River, 5 miles below its head, it was impossible to navigate the Allegheny River with steam craft of lightest draft during low- water periods, which frequently continued for months at a time. Since then a navigable depth of 8 feet has been afforded by that dam, when raised, to Garrison ripple, 2 miles up the stream. The present project for lock and dam construction, originally adopted in 1890 and subsequently extended in 1896, provides for the construction of three locks and dams, extending slack water from the mouth to Tarentum, a distance of 25 miles. Dam No. 1 is movable, of Chanoine type, with bear-trap weirs. Dams Nos. 2 and 3 are both fixed, the former being built of concrete on pile foundation and the latter of crib construction. The lock chamber at No. 1 is 55 feet by 286 feet 2 inches: at Nos. 2 and 3, 56 feet by 289 feet 6 inches. The estimated cost of the work is $1,658,226.63, including $10,000 for restoration of bank, etc., below Dam No. 3. In addition $110,300 will be required to cover the restoration of bank at Dam No. 3, made necessary by the flood of 1907, and the payment of damages to private property resulting from the failure of the abutment. The amount expended to June 30, 1908, was $1,561,958.99; of this amount $10,000 was expended for maintenance. The work is being done partly under continuing contract, and the total authorization has been appropriated. The condition of the work on June 30, 1908, was as follows: Lock and Dam No. 1 (Herr Island), about 1 miles from the mouth.-This work was built under contract and has been in operation since January 1, 1903. The dam was first raised June 2, 1903. One double lock-masters' house has been built under contract. Lock and Dam No. 2 (Aspinwall), 7 miles from the mouth.-The lock has been built under contract and has been in operation since November 10, 1906. The abutment and dam have been partially built under contract. It is expected that they will be completed during the present season. Lock and Dam No. 3 (Springdale), about 17 miles from the mouth.-The lock was built under contract and has been in operation since September, 1904. The abutment and dam were built under con- tract. In January, 1907, during a moderate flood stage, the abut- ment failed and a portion of the dam had to be blown up to limit the resulting damage to private property. The abutment has been rebuilt and it is expected that the dam will be restored during the present season. Two lock houses have been built under contract. Pool No. 1 provides a navigable depth of 5 to 6 feet. Dams Nos. 2 and 3 must be completed before any appreciable increase of depth will be obtained in their respective pools. The greatest recorded flood height is 36.6 feet at Herr Island dam. Ordinary flood heights average about 30 feet. For the calendar year 1907 the commerce reported on that part of the river under the improvement for slack-water navigation was 900,202 tons of freight and 4,614 passengers. The completion of these locks and dams will be of immense benefit to the manufacturing plants along the banks of the Allegheny River 586 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. within their reach, by reason of connecting them with the harbor of Pittsburg and with the coal fields of the Monongahela River. The effect of the project on freight rates is given in report on operating and care of locks and dams on Allegheny River. In addition to the funds appropriated by the river and harbor act of March 2, 1907, for repair and reconstruction of Dam No. 3, an estimate of $110,300 is submitted by the district officer as the further amount required for restoration of the bank at the abutment of Dam No. 3 and for the payment of damages to private property resulting from the failure of the abutment in January, 1907. All of the claim- ants except two, with whom satisfactory agreements could not be made and whose claims, estimated at $365.25, have not been included, have signed agreements binding themselves to accept reasonable sums in full payment of their claims. These amounts aggregate $44,138.88, and the remaining $66,161.12 is needed to restore land that was washed away. An appropriation of the amount ($110,300) required for this purpose is recommended for the favorable consideration of Congress. July 1, 1907, balance unexpended_ - - _-$310, 527. 78 Amount received from sale of blueprint maps 25.85 310, 553.63 June 30, 1908, amount expended during fiscal year for works of im- provement ----- -- --- 214, 089. 44 July 1, 1908, balance unexpended 96, 464.19 July 1, 1908, outstanding liabilities--- 12, 180.08 July 1, 1908, balance available_ --- 84, 284.11 July 1, 1908, amount covered by uncompleted contracts- - 46, 694. 15 (See Appendix F F 5.) 6. Operating and care of locks and dams, Allegheny River, Penn- sylvania.-Statement of the original condition of the Allegheny River is contained in the preceding summary for Allegheny River, Pennsylvania. Locks Nos. 1, 2, and 3 were under the appropriation for operating and care at the end of the fiscal year. Dimensions of locks and other data are given in Annual Report of the Chief of Engineers for 1907, page 1705. Dam No. 1 is movable and is the first to be completed in a series of three authorized by Congress for the Allegheny River; its pool pro- vides a navigable depth of 5 to 6 feet for a distance of about 5.5 miles. Dams Nos. 2 and 3 are both fixed, the former being built of concrete on pile foundation and the latter of crib construction. Dam No. 2 is only partially completed; when finished it will form a pool about 10 miles long. Dam No. 3 was practically completed in 1904, but was partly destroyed in January, 1907; its pool, when restored, will extend slack water to Natrona, a distance of about 8 miles. Lock No. 1 has been under operating and care since January 1, 1903; No. 2 since November 10, 1906, and No. 3 since November 29, 1904. The total amount expended for operating and care to June 30, 1908, was $219,710.29. The amount expended during fiscal year 1908 was $61,574.93. RIVER AND HARBOR IMPROVEMENTS. The lodks and dams were operated throughout the year as occasion required. The traffic through locks and dams, Allegheny River, during the calendar year 1907 was as follows: Lock and Dam 1, 443,109 tons and 2,367 passengers; Lock and Dam 2, 42.8,309 tons and 513 passen- gers; Lock and Dam 3, 28,784 tons and 1,734 passengers. The tons represent short tons of 2,000 pounds. The operation of the locks and dams on the Allegheny River, pro- viding a system of slack-water navigation in connection with Pitts- burg Harbor, will tend to give manufacturing plants in this section the benefit of the cheap river rates on coal and other supplies. This benefit, however, can not be realized to any considerable extent until the low bridges on the lower Allegheny River are raised sufficiently to remove the very serious obstruction to navigation that they now present. (See Appendix F F 6.) 7. Construction of locks and dams in Ohio River, Pennsylvania (40.5 miles).-The Ohio River, Pennsylvania, in its original condi- tion had a low-water channel depth varying from 1 foot at Pittsburg to 2 feet at the Ohio State line, the average slope being about 1.25 feet per mile and the minimum discharge at the head about 1,600 cubic feet per second. Under the original project for open-river improvement, work was conducted on this portion of the river at a number of shoals. Under the original project for lock and dam construction, adopted in 1875, Dam No. 1 was begun in 1877 and completed in 1885, at a cost of $940,000. The present project, in its original form, was adopted by Congress September 19, 1890, and, with subsequent modifications, provides for the construction of Locks and movable Dams Nos. 2, 3, 4, 5, 6, and 7, so as to secure a navigable depth of 9 feet in the pools formed thereby, the locks to have available dimensions of 110 by 600 feet, at a total estimated cost of $6,321,376. Appropriations aggre- gating $5,369,376 have been made, and $15,684.74 has been realized from other sources. The sum of $75,000 additional will be required to place the grounds at Locks Nos. 2-5 in suitable condition. The amount expended under present project to the close of the fiscal year ending June 30, 1908, was $5,353,316.33. The work was done partly under continuing-contract system, and the total authorization has been appropriated. The condition of work on June 30, 1908, was as follows: Locks and Dams 2, 3, 4, 5, and 6 were all practically completed. The dams were first raised on the following dates: No. 1, October 7, 1885; No. 2, November 12, 1906; No. 3, June 25, 1908; No. 4, June 30, 1908; No. 5, November 21, 1907; No. 6, August 17, 1904. Lock and Dam No. 7.-The site for this work has been secured, and plans are in course of preparation. No field work of construction has been done on account of lack of funds. The completed dams, Nos. 1-6, inclusive, give continuous slack water, when raised, from Pittsburg to Merrill, Pa., a distance of about 28.9 miles. 588 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The greatest recorded flood height is 34.2 feet at Davis Island dam. Ordinary flood heights average about 28 feet on this portion of the river. A statement of commerce and of the effect of the project on freight rates, so far as known, is given in the report for operating and care of locks and dams, Ohio River, page 590. It is proposed to apply the $75,000 estimated as a profitable ex- penditure for the fiscal year 1910 to the completion of necessary work on the lock grounds at Locks 2, 3, 4, and 5. This includes necessary filling in the lock grounds, which are now very much below grade, and the construction of concrete paving. Reference to more detailed information, reports ofsurveys, etc., are given on page 522 of the Annual Report of the Chief of Engineers for 1906. CONSOLIDATED. July 1, 1907, balance unexpended_ -_ - $533, 275.64 Amount received from sale of condemned property -------------- 439.29 Amount received from sale of blueprint maps ------------------- 11. 85 Refundment of overpayment -----------------------------------. . 10 533, 726. 88 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------ 501, 982.43 July 1, 1908, balance unexpended ----------------------------- 31, 744.45 July 1, 1908, outstanding liabilities ---------------------------- 221. 88 July 1, 1908, balance available ------------------------------- 31, 522. 57 Amount (estimated) required for completion of existing project-- 1, 027, 000. 00 I June 30, 1910, for works of improvement, in addition to the balancethat Amount can be profitably unexpended expended in fiscal year ending July 1, 1908------------- Submitted in compliance with requirements of sundry civil act of 75, 000. 00 June 4, 1897. DAMS NOs 2, 3, 4, AND 5. July 1, 1907, balance unexpended------------------------------ $454, 749. 62 Amount received from sale of condemned property --------------- 422.94 Amount received from sale of blueprint maps -------------------- 11.85 Refundment of overpayment--------------------------------- . 10 455, 184. 51 June 30, 1908, amount expended during fiscal year for works of improvement ---------------- 436, 264. 74 July 1, 1908, balance unexpended ---------- 18, 919. 77 July 1, 1908, outstanding liabilities _ 221. 88 July 1, 1908, balance available _18, 697.89 Amount (estimated) required for completion of existing project_- 75, 000.00 Amount that can be profitably expended in fiscal year ending June S30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908_ -------------------------------- 75, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. RIVER AND HARBOR IMPROVEMENTS. 589 DAM NO. 6. July 1, 1907, balance unexpended-_____--____ _$72,453.29 Amount received from sale of condemned property_--------------- 16.35 72, 469.64 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------ 64, 400.34 July 1, 1908, balance unexpended ------------------------------- 8, 069.30 DAM NO. 7. July 1, 1907, balance unexpended ------------------------------- $6, 072. 73 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------------ 1, 317.35 July 1, 1908, balance unexpended ------------------------------ 4, 755.38 Amount (estimated) required for completion of existing project.. a 952, 000. 00 (See Appendix F F 7.) 8. Dredging Ohio River, Pennsylvania.-An allotment of $20,800 was made June 12, 1905, from the appropriation of $300,000 made by act of March 3, 1905, for the general improvement of the Ohio River, for the removal of the bar in upper approach to Lock No. 6. This bar was removed by the excavation of 35,161 cubic yards of material at a contract cost of 19 cents per cubic yard. On August 30, 1905, a reallotment of $10,350 from the allotment for dredging pool No. 6 was made for dredging in pools Nos. 3 and 4, Ohio River. Under this allotment the channel at Whites riffle, above Lock No. 3, was straight- ened out. The total amount of material handled was 36,162 cubic yards. The amounts expended on these works to June 30, 1908, are as follows: Dredging pools Nos. 3 and 4------------------------------------ $4, 941.45 Dredging pool No. 6_- 8, 693. 16 Total --------------------------------------------------- 13, 634.61 July 1, 1907, balance unexpended ------------------------------- $4, 665.39 July 1, .1908, balance unexpended --------------------- 4, 665. 39 (See Appendix F F 8.) 9. Operating snag boats on Ohio River in the State of Pennsyl- vania.-The project adopted July 27, 1905, provides for the removal of snags, wrecks, and similar obstructions in portion of the Ohio River in the State of Pennsylvania. This work was carried on under allotments made from the permanent appropriation for operating snag boats on Ohio River. The amount expended on this work to June 30, 1908, is $5,068.94, of which $1,953.71 was expended during the past fiscal year. There were removed during the year two coal barges, two fuel flats, and two snags. (See Appendix F F 9.) 10. Operating and care of locks and dams, Ohio River, Pennsyl- vania.-Statement of the original condition of the Ohio River is con- tained in the summary for Ohio River, Pennsylvania, page 587. a For 6-foot project. 590 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Locks and Dams 1 to 6, inclusive, were under the appropriation for operating and care at the end of the fiscal year. The dams are all movable and are the first ones to be completed in the series that is pro- jected for the improvement of the Ohio River. The dimensions of the locks, with other data, are given in Annual Report for 1907, page 1715 et seq. Dam 1, at Davis Island, was designed to give a depth of 6 feet in Pittsburg Harbor, which has since been increased to 10 feet over cer- tain portions of the harbor by dredging. Dams 2 to 6, inclusive, are designed to give navigable depths of 9 feet in their respective pools. The aggregate length of these pooled portions of the river is 28.9 miles. These locks and dams were placed under operating and care, as follows: No. 1, October 7, 1885; No. 2, October 13, 1906; No. 3, Feb- ruary 1, 1908; No. 4, February 1, 1908; No. 5, November 21, 1907; No. 6, August 3, 1904. The total amount expended for operating and care to June 30, 1908, was $666,009.18. The amount expended during the fiscal year ending June 30, 1908, was $78,700.21. Dam 1 was up during the fiscal year 10 times, aggregating one hun- dred and twenty-four days; Dam 2, 8 times, ninety-two days; Dam 3, 1 time, ten days; Dam 4, 1 time, one day; Dam 5, 2 times, twenty- three days; Dam 6, 2 times, twenty-three days. - The locks were operated as occasion required and necessary repairs made for maintenance of the works. The traffic for the calendar year 1907, as measured by the commerce through Lock and Dam 1, amounted to 4,021,806 tons of 2,000 pounds. The effect of the project on freight rates has been partly discussed in the report for operating and care of locks and dams, Monongahela River. Davis Island dam, forming as it does the pool of Pittsburg Harbor, has lent its great part to the general effect on freight rates to and from Pittsburg. The effect on rates of the operation of Dams 2 to 6, inclusive, should be felt locally for all supplies coming from Pitts- burg Harbor, and to some extent also for through traffic, since they will increase from 25 to 50 per cent the number of days in the year on which tows may be moved down the river from Pittsburg. The great future benefit of the above project will be felt only when the slack-water system is extended far enough down the Ohio River to permit continuous navigation during all but the winter season. This improvement it has been estimated will cause a saving in freight rates over the present rail rates on such produce as coal, iron, steel, sugar, timber, molasses, tobacco, etc., of over 3 mills per ton-mile to the 8,000,000 people living in territory commercially contiguous to the Ohio and Mississippi systems. (See Appendix F F 10.) 11. Harbor at Pittsburg, Pa.-This harbor comprises that portion of the Ohio River lying above Davis Island dam, a length of 4.7 miles; that portion of the Allegheny River lying between its mouth and Aspinwall, a length of 7 miles, and that portion of the Monon- gahela River lying between its mouth and McKeesport, a distance of 15.5 miles; total length of harbor, 27.2 miles. That portion of the harbor most used as such, and called the lower harbor, lies between RIVER AND HARBOR IMPROVEMENTS. "591 the Davis Island dam and Dams No. 1 on the Allegheny and Monon- gahela rivers and measures 8 miles of river. In its original con- dition the lower harbor depths were from 3 to 4 feet on natural mean low river, and very often still lower stages caused suspension of navigation. Since the completion of Davis Island dam, in 1885, the maximum draft which could be carried over the shoalest place was scant 8 feet at pool stage. Parts of the channel and harbor are from 10 to 12 and from 16 to 20 feet in depth. The average widths of the harbor at pool-full surfaces are: On the Ohio, about 1,100 feet; on the Allegheny, about 930 feet, and at different parts of the Monongahela, from 750 to 950 feet. The capacity of the harbor is impaired by shoal places and high dumps projecting from the banks. The use for harbor purposes of that portion of the harbor in the Allegheny River above the Sixth Street Bridge is practically nullified by the low bridges on that part of the stream. The clear heights of these bridges above their respective pool surfaces are from 271 to 35 feet. The least height, with chimneys down, of the packets that ply between Pittsburg and points on the Ohio, Kanawha, and Muskingum rivers is 45 feet. The average height of the Ohio River towboats, with chimneys down, is 44 feet. The height of a suitable packet for the Allegheny River is about 33 feet, and of a suitable towboat, about 28 feet. The result is that practically none of the coal and iron or steel products intended for southern shipments have been loaded or harbored in the Allegheny River. The removal of the Union Bridge at the mouth of the river has opened up this portion of the harbor as far as the Sixth Street Bridge, a distance of about one-half mile. In 1858 the State of Pennsylvania, through a board of commis- sioners, made a detailed survey of the rivers at and near Pittsburg and laid down on the maps high and low water lines intended to define the banks and limit the use of the same by riparian proprietors. These lines were referred to stone monuments on the ground. No means, however, were provided for preserving the monuments nor for preventing filling in the river beyond these lines. In 1894 a Board of Engineer officers recommended certain harbor lines for the harbor of Pittsburg, from the Davis Island dam to Brilliant, Allegheny River, and to Homestead, Monongahela River. The recommended lines generally followed the actual banks as they existed at that time. These lines were approved by the Secretary of War January 29, 1895. An extension of these lines on the Monon- gahela River from Homestead to McKeesport was approved by the Secretary of War April 3, 1902. The original project for improvement was adopted by the river and harbor act of March 3, 1899, and provided, with subsequent modi- fications made during the progress of the work, for dredging a chan- "tel through the lower harbor (below Dams No. 1 on the Allegheny and Monongahela rivers) where needed 10 feet deep at pool and 500 feet wide below Smithfield Street Bridge, Monongahela River, and of less width above this bridge and in the Allegheny River, limited by lines from ends of channel spans of the adjoining bridges, except at the Pan Handle railroad bridge, where the dredged channel, under modified project, was to have a width of 570 feet, including two channel spans; for raising the old riprap dam across Brunot Island back channel, Ohio River; for removing abandoned structures and 592 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. unauthorized and obstructive fillings projecting" from the banks beyond the harbor lines; for marking of harbor lines, and for in- specting and patrolling the harbor. Appropriations aggregating $110,662.90 were made and expended on this work. The existing project provides for maintenance of the harbor at an annual estimated cost of $10,000. The amount expended under this project to June 30, 1908, was $37,145.35. The greatest recorded flood height is 35.5 feet at Pittsburg. Ordi- nary flood heights average about 24 feet. The principal commercial uses of the harbor are the mooring of coal fleets awaiting a rise in the Ohio for proceeding to destination on that river or on the lower Mississippi, the mooring of timber rafts and boat bottoms coming down the Allegheny River on rises, the delivery of coal and other materials to mills, furnaces, steel plants and yards, and the accommodation of the several packet lines plying on the three rivers and whose routes terminate at the harbor. Be- sides coal, considerable quantities of steel rails, cotton ties, sheet iron. wire, nails, etc., are shipped by barges to the lower river markets. Commercial statistics. Passen- Products. Passen- Psen- Calendar year. Products. gers. ges.gers. Calendar year. Tons.a 7bns.a 1900...... ................... 8,141,451 884,415 1904........................ 9,373,448 604,477 1901............ ............ 10,916,489 817,800 1905........................ 12,269,020 603,716 1902...... ................... 12,252,405 996,500 1906....................... 12,927,975 271,450 1903................... 12,240,360 702,269 1907 ........................ 14,395,816 533,280 a 2,000 pounds. The improvement of this harbor is so closely connected with the slack-water system of the rivers emptying into it that it might well be said that, as far as effect on freight rates is concerned, this project is one and the same as the projects for the improvement of said rivers. It is proposed to apply the $10,000 estimated as a profitable ex- penditure for the fiscal year 1910 to the maintenance of the harbor in accordance with the approved project. References to reports of establishment of harbor lines and projects for maintaining this harbor are given in Annual Reports of the Chief of Engineers for 1905, page 474, and 1906, page 520. July 1, 1907, balance unexpended -------------------------------- $5, 612.25 Amount received from sale of blueprint maps -26.15 5,638.40 June 30, 1908, amount expended during fiscal year for maintenance of improvement_ ----------------------------------- 3, 736. 71 July 1, 1908, balance unexpended_ __-1,901.69, July 1, 1908, outstanding liabilities 475. 90 July 1, 1908, balance available- 1,425.79 Amount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the balance unexpended July 1, 1908 - _- ______ . . . 10,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix F F 11.) RIVER AND HARBOR IMPROVEMENTS. 598 EXAMINATIONS MADE IN COMPLIANCE WITH THE RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were re- viewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminaryexamination of Deckers Creek, West Virginia.-Re- ort dated October 4, 1907, is printed in House Document No. 57, ixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Cheat River, West Virginia.-Re- port dated October 7, 1907, is printed in House Document No. 216, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination of Youghiogheny River to Connells- ville, Pa.-Report dated October 10, 1907, is printed in House Document No. 330, Sixtieth Congress, first session. The local- ity is not considered worthy of improvement by the General Govern- ment. IMPROVEMENT OF RIVERS AND HARBORS IN THE WHEELING, WEST VIRGINIA, DISTRICT. This district was in the charge of Capt. F. C. Boggs, Corps of Engineers, to April 1, 1908, and of Capt. F. W. Altstaetter, Corps of Engineers, since that date. Division engineer, Col. G. J. Lydecker, Corps of Engineers, to November 15, 1907, Col. Chas. E. L. B. Davis, Corps of Engineers, from November 15, 1907, to February 15, 1908, and Col. Wm. T. Rossell, Corps of Engineers, since February 15, 1908. 1. Locks and dams in Ohio River between the Pennsylvania State line and Cincinnati.-A general description of the Ohio River is con- tained in the Annual Report of the Chief of Engineers for 1896, page 2062. The system of improvement of this river by movable dams was approved by Congress in the act of March 3, 1875 (construction of dam at Davis Island-first dam below Pittsburg). The act of September 19, 1890, provided for the construction of a dam at or near Beaver, Pa., known as No. 6. The above represented practically the original projects for the slack-water system of the Ohio. The original project for Dams Nos. 8 to 18, inclusive, is contained in Annual Report of the Chief of Engineers for 1899, page 2361, and that for Dams Nos. 19 and 26 in Annual Report of the Chief of Engineers for 1902, page 1867. Congress, in the river and harbor act of March 3, 1905, made pro- vision for 9-foot navigation in the pools formed by Dams Nos. 2, 3, 4, 5, and 6, and for an examination of and report on the river by a Board of Engineers with regard to the method and means of im- provement which will meet the demands of traffic, present and pro- spective. This report is contained in House Document No. 492, Six- tieth Congress, first session. 57101-EING 1908---38 594 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 2, 1907, made provision for a navigable depth of 9 feet at Dams Nos. 8, 11, 13, 18, and 26, and for increased cost as follows: Dam No. 8, $1,211,845; Dam No. 11, $1,158,343; Dam No. 13, $1,286,778; Dam No. 18, $933,000; and Dam No. 26, $1,200,000. The increased depth at Dam No. 19 has not been authorized and the estimate of cost remains at $950,000. When the dams are completed they will provide a navigable depth of 9 feet at intervals between Pittsburg, Pa., and Gallipolis, Ohio. Continuing contracts have been authorized for carrying on the following works, the balance of the authorization remaining to be appropriated being set opposite: Dam No. 8 ----------------------------------------------------- $364, 000 Dam No. 11 ----------------------------------------------------- 300, 000 Darms Nos. 13 and 18--------------------------------------------- 395,000 Dam No. 26 ----------------------------------------------------- 855,000 The following is a statement of the condition of the works: Dam No. 8.-The masonry for the lock and guide walls was com- pleted, esplanade paved, and a contract entered into for building 700 feet of navigable pass for dam. Work on the pass was commenced in April. Plans for the remaining section of dam were in prepara- tion. The lock, as built, will meet the requirements of 9-foot naviga- tion. About 35 per cent of the work required at this site is com- pleted. Dam No. 11.-Work on the masonry for lock and guide walls pro- gressed rather slowly. The raising of the walls to provide for 9-foot navigation was commenced last year, but not finished. The follow- ing is a statement of the finished sections: 600 linear feet of land wall, 315 linear feet of river wall, 50 linear feet of lower guide wall, the lower gate-recess walls, and practically all underwater work. Not over 70 per cent of the work contracted for is completed. A contract was entered into for building 700 feet of navigable pass for dam. The contractors began work on the pass in April. Dam No. 13.-The masonry for the lock and part of the guide walls is completed. A contract was entered into for completing the guide walls, and work on foundation for upper guide wall was begun. Under this contract the power-house foundation was completed and the paving of the esplanade commenced. Good progress was made on the dam, the following parts having been completed: 582 linear feet of navigable pass, foundations for bear traps, both piers, abutment, and retaining wall. Fully 65 per cent of the work contracted for is completed. Plans for lock gates and power house and the necessary specifica- tions for canvassing bids were prepared. Dam No. 18.-Masonry of lock and guide walls and filling of esplanade are completed. After a rather disastrous season last year the receiver for the con- tractor abandoned the construction of the dam; the contract was annulled, and the work will be completed by hired labor. Prepara- tions were made in May and actual operations begun in June. At the close of the fiscal year the parts completed were as follows: 635 linear feet of navigable-pass foundation, abutment, foundation for RIVER AND HARBOR IMPROVEMENTS. 595 east bear trap, Pier C, and 30 linear feet of foundation for weir. About 60 per cent of the dam is completed. Dredging necessary at this site is being done under contract. Plans for lock gates, power house, and lock house were completed, and the necessary specifications prepared. Dam No. 19.-The location for the lock was changed to the West Virginia side, as better foundation material was found there. Plans for abutment and power house and the necessary specifications were prepared. Dam No. 26.-The survey for the site was completed and negotia- tions entered into for the land required. To hasten work at this site the abutment will be built by hired labor. Work had begun at the close of the fiscal year. Plans and specifications for power house and lock houses were prepared. The conditions for construction work were not favorable on this stretch of river during the fiscal year. There were frequent rains and much high water. The amount expended on the above works to June 30, 1908, is as follows: Dam No. 8 -------------------------------------------------- $491, 012. 46 Dam No. 11 -------------------------------------------------- 346, 986. 75 Dam No. 13 ----------- -------------------------------------- 732, 776.06 Dam No. 18 -------------------------------------------------- 539, 351.67 Dam No. 19 --------------------------------------- ------------ 18, 871. 32 Dam No. 26 -------------------------------------------------- 18, 974. 07 Total ------------------------------------------------ 2, 147, 972.33 The canalization of this section of the river is not far enough advanced to benefit navigation and therefore has had no effect on freight rates. For commercial statistics, see reports for improving Ohio River and operating and care of Davis Island Dam. To obtain the best results sufficient funds should be made available for carrying on the work without interruption. At No. 8.-Funds for the completion of the dam and construction of lock gates and buildings should be provided. At No. 11.-Sufficient funds should be made available for the com- pletion of dam and construction of lock gates and buildings. At No. 13.-Work is in condition for early completion and funds should be made available therefor. At No. 18.-Conditions are favorable for early completion of struc- tures at this site and funds should be made available for the purpose. At No. 26.-The funds are required for completing lock and part of dam. It is deemed advisable that provision should be made for the neces- sary surveys to locate sites and for acquisition of land required for additional locks and dams to be constructed under the adopted project in order to avoid delays incident to such work after appropriations for actual construction have been made. 596 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. DAM NO. 8. July 1, 1907, balance unexpended ------------------------------- $306, 495.86 Amount appropriated by sundry civil act approved May 27, 1908- 136, 000. 00 442,495.86 June 30, 1908, amount expended during fiscal year for works of mprovement-------------------------------------------85, 663. 32 July 1, 1908, balance unexpended----------------------------356, 832. 54 July 1, 1908, outstanding liabilities------------------------------ 955.67 July 1, 1908, balance available------------------------------355, 876. 87 July 1, 1908, amount covered by uncompleted contracts 619. 00 3------------08, Amount (estimated) required for completion of existing project_-- 364,000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908------------------------------------364,000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 11. July 1, 1907, balance unexpended --------------------------- $424, 208.55 Amount appropriated by sundry civil act approved May 27, 1908-- 200, 000.00 624,208. 55 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------ 112, 852. 30 July 1, 1908, balance unexpended ---------------------------- 511, 356.25 July 1, 1908, outstanding liabilities ------------------------------ 908.71 July 1, 1908, balance available 447. 54 5------------------------------1 July 1, 1908, amount covered by uncompleted contracts ----------- 436, 448. 97 Amount (estimated) required for completion of existing project_ 300,000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------- 300, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 13. July 1, 1907, balance unexpended --------------------------- $423, 656. 55 Amount appropriated by sundry civil act approved May 27, 1908- 60,000.00 483, 656. 55 June 30, 1908, amount expended during fiscal year for works of improvement ----------------------------- 169, 605.99 July 1, 1908, balance unexpended --------------------------- 314, 00. 56 July 1, 1908, outstanding liabilities_ ----------------------------- 837. 83 July 1, 1908, balance available ------------------------------ 313, 212. 73 July 1, 1908, amount covered by uncompleted contracts ----------- 253,486.51 Amount (estimated) required for completion of existing project-- 240, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 _ . _-__- a 240,000.00 __--------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Of this amount, $40,000 is under contract authorization of 1899 and $200,000 under that of 1907. RIVER AND HARBOR IMPROVEMENTS. 597 DAM NO. 18. July 1, 1907, balance unexpended -------------------------- $366, 669.98 Refunded on account of overpayment_ --------------------------- 2.00 366, 671. 98 June 30, 1908, amount expended during fiscal year for works of improvement __-------------------------------------------73.023.65 July 1, 1908, balance unexpended_---------------------------293,648.33 July 1, 1908, outstanding liabilities---------------------------14, 266.24 July 1, 1908, balance available_-----------------------------279,382.09 July 1, 1908, amount covered by uncompleted contracts_---------- 140, 650.47 Amount (estimated) required for completion of existing project- 100, 000. 00 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 -------------------------------.. 100, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 19. July 1, 1907, balance unexpended -------------------------- $207, 988. 36 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------ 1, 859.68 July 1, 1908, balance unexpended --------- 206, 128.68 July 1, 1908, outstanding liabilities 458.08 July 1, 1908, balance available 205, 670.60 Amount (estimated) required for completion of existing project_-- 725, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908--- ----------------------------.. 300,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 26. July 1, 1907, balance unexpended --------------------------- $234, 957.65 Amount appropriated by sundry civil act approved May 27, 1908-- 110, 000.00 344, 957.65 June 30, 1908, amount expended during fiscal year for works of improvement --------- --- -- ------- 18, 931.72 July 1, 1908, balance unexpended 326, 025.93 July 1, 1908, outstanding liabilities , 752.72 5------------------------- July 1, 1908, balance available--- ----- -320, 273.21 Amount (estimated) required for completion of existing project- 855, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 .------------------------------- 00, ooo.00 Submitted in compliance with requirements of sundry civil act of . June 4, 1897. 698 REPORT OF THE CHIEF OF ENGINEERS, U. B. ARMY. CONSOLIDATED. July 1, 1907, balance unexpended -- ---------------- $1, 963, 976.95 Amount appropriated by sundry civil act approved May 27, 1908- 506, 000. 00 Refundment on account of overpayment ------------------------ 2.00 2, 469, 978.95 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------ 461, 936.66 July 1, 1908, balance unexpended ... 2, 008, 042. 29 , July 1, 1908, outstanding liabilities ----------------------- 23, 179.25 July 1, 1908, balance available .... . ----------- 1, 984, 863. 04 July 1, 1908, amount covered by uncompleted contracts --------- 1, 139, 204. 95 Amount (estimated) required for completion of existing project- 2, 584,000.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 ._----------------------- 1, 604, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix G G 1.) 2. Little Kanawha River, West Virginia.-A description of the original condition of the river and its availability for purposes of commerce are given in the Annual Report of the Chief of Engineers for 1875, page 740. The original project provided for removing rocks, snags, and over- hanging and fallen trees above Burning Springs, W. Va., at a cost of $7,300, as adopted by Congress on August 14, 1876. The act of Con- gress of June 14, 1880, made provision for the construction of a lock and dam about 2 miles above Burning Springs. This lock was opened to navigation on December 2, 1891, and has since been maintained under the indefinite appropriation for operating and care of canals and other works of navigation. Funds are appropriated from time to time for maintaining the present channel by the removal of ob- structions which have re-formed. Congress, in the act of March 3,1905, provided $75,000 for the pur- chase and $88,000 for the repair of Locks and Dams Nos. 1-4, owned by the Little Kanawha Navigation Company, the project for which is contained in House Document No. 309, Fifty-eighth Congress, second session, as given in the Annual Report of the Chief of Engineers for 1904, page 2607. Of the $81,000 made available by act of March 2, 1907, $79,500 is to be applied to the improvement of the structures purchased from the Little Kanawha Navigation Company, as set forth in detail on page 534 of the Annual Report of the Chief of Engineers for 1906; $1,000 for maintenance of improvement above Burning Springs, and $500 for making a preliminary survey for a lock and dam above Lock No. 5. The amount expended to June 30, 1908, is $384,706.06, of which $1,913.10 was applied to maintenance, $75,000 to acquisition, $93,- 810.62 to repair of Locks and Dams Nos. 1-4, and $500 to survey above Lock No. 5 ($186.10 was received from sale of unserviceable property). Slack-water navigation extends from Parkersburg to Creston, W. Va., a distance of 48 miles, and provides a depth of 4 feet. Owing to RIVER AND HARBOR IMPROVEMENTS. 599 the poor condition of the structures purchased from the Little Kana- wha Navigation Company, this depth has not been maintained during the low-water season, as the repairs provided for have not been com- pleted. The maximum draft which can be carried at mean low water over the shoalest place in that section of the river under maintenance of improvement is 6 inches. Flatboat navigation extends to Burnsville, W. Va., about 120 miles above Parkersburg. Between Creston and Burnsville the high-water mark ranges from 28 feet at Creston to 24 feet at Burnsville. During very dry seasons there are only a few inches of water on the shoals. As the river did not reach a stage low enough to permit the eco- nomical removal of obstructions, no work was undertaken. Work done under War Department permits was inspected. Extensive repairs were made to Lock and Dam No. 2, and repairs to Lock and Dam No. 1 begun. Guide cribs were built at Lock No. 2, and the lower crib built at No. 1. Obstructions were removed from pool No. 2. A statement of the commerce is contained in the report for operat- ing and care of locks and dams on Little Kanawha River, West Virginia. Until.the extensive repairs contemplated to the old locks and dams are completed, river navigation will not have a decided effect on freight rates by rail. The rates by river were reduced in an amount equal to the tolls charged by the navigation company since the Gov- ernment assumed control of Locks Nos. 1-4. Gasoline boats which formerly plied above Lock No. 5 are now running to Parkersburg. Some new gasoline boats have been built. Reports on an examination of the river between Lock No. 5 and Burnsville and on the locks and dams "not owned by the Govern- ment" are contained in the Annual Report of the Chief of Engineers for 1904, pages 2597 to 2617. Reference to report on survey made in compliance with act of March 2, 1907, will be found on page 602 of this report. ABOVE LOCK NO. 5. July 1, 1907, balance unexpended ----------------------------- $1, 277.86 June 30, 1908, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 69. 20 July 1, 1908, balance unexpended ----------------------------- 1, 208.66 IAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement in addition to the bal- ance unexpended July 1, 1908--------------------------------- 500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. PURCHASE AND REPAIR OF LOCKS NOS. 1-4. --------------- July 1, 1907, balance unexpended_ ------------- $42, 297.38 June, 30, 1908, amount expended during fiscal year for works of im- provement ----------------------- ---------------------- 34, 346.28 July 1, 1908, balance unexpended ------- ---------------------- 7, 951.10 July 1, 1908, outstanding liabilities ---------------------------- 1, 321.34 July 1, 1908, balance available-_ -- -6, 629.76 July 1, 1908, amount covered by uncompleted contracts --- .---- 75. 91 600 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. BETTERMENTS, LOCKS NOS. -4. July 1, 1907, balance unexpended----- ----------------------- $78, 363.73 June 30, 1908, amount expended during fiscal year for works of im- provement -------- ------------------------------------ 12, 625.45 July 1, 190, balance unexpended ---------------------------- 65, 738.28 July 1, 1908, outstanding liabilities ------------------------------ 716. 46 July 1, 1908, balance available ------------------------------- 65, 021.82 July 1, 1908, amount covered by uncompleted contracts- - 1, 232. 55 SURVEY. July 1, 1907, balance unexpended --------------- $500.00 June 30, 1908, amount expended during fiscal year ----- 500.00 CONSOLIDATED. July 1, 1907, balance unexpended ------------------ ---- $122,438.97 June 30, 1908, amount expended during fiscal year: For works of improvement $47, 471. 73 For maintenance of improvement -69.20 47, 540. 93 July 1, 1908, balance unexpended- ---------- - 74, 898.04 July 1, 1908, outstanding liabilities-. . . 2, 037.80 July 1, 1908, balance available .- . . ..---- 72, 860. 24 July 1, 1908, amount covered by uncompleted contracts 1, 6-----------108.46 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for maintenance of improvement, in addition to the bal- ance unexpended July 1, 1908_-------------------------------- 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix G G 2.) 3. Operatingand care of locks and dams on Little Kanawha River, West Virginia.-The lock and dam known as No. 5 was built under the appropriation for improving the Little Kanawha River, West Virginia, being a part of the original project as given in the Annual Report of the Chief of Engineers for 1875, page 740. Locks and Dams Nos. 1-4 were purchased from the Little Kanawha Navigation Company and transferred to the Government on Novem- ber 1, 1905. The total amount expended in operating and care of these works to June 30, 1908, is $62,297.96, of which $11,442.43 was expended during the past fiscal year. A table of the important features, giving location, year when finished, etc., of the locks and dams, is contained in the Annual Re- port of the Chief of Engineers for 1903, page 1720. On account of repairs to Locks and Dams Nos. 1 and 2, navigation was suspended at No. 1 for sixty-one days and at No. 2, one hundred and four days. Navigation was suspended about thirty days on ac- count of high water and ice. The repairs to Locks Nos. 1-3 are provided for under improving Little Kanawha River, West Virginia. The repairs to No. 4 having been completed, its operation and care is a charge under the indefinite appropriation. Extensive repairs were made to the dam and guide cribs at Lock No. 5. RIVER AND HARBOR IMPROVEMENTS. 601 With the exception of the dam and the guide cribs at No. 5, Locks and Dams Nos. 4 and 5 are in good condition. The dam and guide cribs at No. 5 are in poor condition and should be rebuilt; however it is not thought that the rebuilding will be necessary during the coming fiscal year. During the calendar year 1907 the commerce that passed Lock No. 5 amounted to 99,074 tons, of which 90,321 tons consisted of timber products (saw logs, ties, etc.). (See Appendix G G 3.) 4. Kanawha River, West Virginia.-A description of the condition of the river, the projects, and the general work accomplished (the locks and dams being in operation) are contained in the Annual Report of the Chief of Engineers for 1900, page 490. The amount expended under the original project is $50,000; that expended under the present project to June 30, 1908, is $4,178,169.91 ($2,890.75 was received from sales, etc.). With the exception of steam-power operating machinery for locks, the betterments originally proposed have been completed. There being additional work required, the balance available will be applied to that purpose. During the year the guide cribs for Lock No. 11 were completed, and machinery for operating gates, etc., with steam power installed at Lock No. 8. The maximum draft that can be carried at the shoalest part of the slack-water system at mean low water is 6 feet. Loup Creek shoal, about 90 miles above Point Pleasant, W. Va., is the head of naviga- tion. The highest stage reached during the year was 31 feet at Charleston; the lowest, 0.8 foot at the falls. For commercial statistics, see report for operating and care of locks and dams on Kanawha River, West Virginia. The improvement of this river having been gradual, it is difficult to give the exact effect the improvement has had upon freight rates. There is no doubt, however, that the freight rates, where transporta- tion by water is available, are regulated thereby. The rates for transportation by water have however been increased, due in part at least, to the greater cost of floating plant. A report of the examination of the unimproved section of the river, about 4J miles between Lock No. 2 and the falls, is contained in the Annual Report of the Chief of Engineers for 1904, page 2587. July 1, 1907, balance unexpended ---------------------------- $50, 290.20 Amount received from sale ----------------------------------- 633.43 50,923.63 June 30, 1908, amount expended during fiscal year for works of improvement -- -- 4, 339.65 July 1, 1908, balance unexpended --- ------------------------- 46, 583.98 July 1, 1908, amount covered by uncompleted contracts ------ 3, 427.44 (See Appendix G G 4.) 5. Operating and care of locks and dams on Kanawha River, Wes8t Virginia.-Under the projects for improving the Kanawha River, ten locks and dams were built, two fixed dams and eight movable (Chanoifie type), extending slack-water navigation for a distance of 90 miles from the Ohio River. The maintenance of these works is 602 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provided for by the indefinite appropriation for operating and care of canals and other works of navigation. The location of each lock and dam and year in which completed are given in the Annual Report of the Chief of Engineers for 1899, page 428. A table of important features, giving available length and width of locks, length of pass, etc., is contained in the Annual Report of the Chief of Engineers for 1903, page 1724. The total amount expended in operating and care of these works to June 30, 1908, is $874,783.62, of which $96,823.60 was expended during the past year. Navigation was suspended about seventeen days-six days by ice and eleven days by high water. A stage of 31 feet was reached at Charleston on April 2. The movable dams were operated without accident. The repairs required to keep the structures in good condition were made. These repairs are becoming more extensive each year, as part of the structures have been in service since 1880. To accommodate the increased force at the movable dams, a new lock house has been built at each of Locks Nos. 4-11. The commerce for the calendar year 1907 amounted to 1,799,013 tons, with a valuation of $8,574,824. Of the foregoing there were 1,667,000 tons of coal and 69,563 tons of timber products, valued at $1,700,340 and $322,589, respectively. (See Appendix G G 5.) SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2 1907. Report dated January 31, 1908, of survey of Little Kanawha River, West Virginia,for a lock and dam above the location of existing Lock Numbered Five, required by the river and harbor act of March 2, 1907, was submitted by the district officer and was reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law. The report was transmitted to Congress and printed in House Document No. 917, Sixtieth Congress, first session. Improvement of the locality as proposed is not considered worthy of being undertaken by the General Government at this time. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND CINCIN- NATI, OHIO, DISTRICT. This district was in the charge of Lieut. Col. J. G. Warren, Corps of Engineers, having under his immediate orders Capt. Paul S. Bond, Corps of Engineers, to July 28, 1907, and First Lieut. Arthur Williams, Corps of Engineers, to August 24, and since September 2, 1907. Division engineer, Col. G. J. Lydecker, Corps of Engineers, to November 15, 1907, Col. Charles E. L. B. Davis, Corps of Engi- neers, from November 15, 1907, to February 15, 1908, and Col. William T. Rossell, Corps of Engineers, since February 15, 1908. 1. Muskingum River, Ohio.-The original condition of the water- way and its availability for purposes of commerce are given in the Annual Report of the Chief of Engineers for 1900, Part 1, page 488. For more extended information reference is also made to the Annual Report of the Chief of Engineers for 1904, Part 1, page 477. RIVER AND HARBOR IMIPROVEMXNTS. The original project, adopted August 11, 1888, provided for the construction of a lock at Dam No. 9, Taylorsville, Ohio, and the reconstruction of Lock No. 10, Zanesville Ohio. The repair and extension of the levee above Dam No. 10, Zanesville, Ohio, was added by the act of July 1, 1898. Raising the crest of Dam No. 9 and building four lockhouses was added by the act of June 13, 1902. With the exception of the reconstruction of a lock at Zanesville- which was indefinitely postponed and the money originally appro- priated for it diverted to other purposes-all of this work has been completed. The amount expended prior to operations under exist- ing project is $117,339.45. The existing project, adopted March 3, 1905, provides for the raising of the crest of Dam No. 3, building a lockmaster's dwelling at Lock No. 10, and rebuilding Lock and Dam No. 11. The amount expended under existing project up to the close of the fiscal year ending June 80, 1908, is $31,394.24. Raising crest of Dam No. 3 and the construction of lockmaster's dwelling and storehouse, combined, at Lock No. 10 have been com- pleted. The work under contract with E. J. Landor, of Canton, Ohio, dated April 4, 1907, for constructing Lock and Dam No. 11 and its accessories, was in progress throughout the year. The perma- nent buildings have been completed; the cofferdam inclosure of lockpit was completed early in the year; about one-half of the shor- ing required for river bank placed; about 50 per cent of the exca- vation in lockpit has been finished; and about 60 per cent of the round piling for lock foundation driven. The upper wing wall of the lock has been completed. The miter-sill depth at pool level is the controlling mean low-water depth of the system. This is now 6 feet at all the locks, except the lower sill at Lock No. 1, at mouth of river, where it is about 3 feet at ordinary low water in the Ohio River. The head of slack-water navigation is 84 miles above the mouth of the river. The usual variation in the level of water surface is 38 feet at Lock No. 1 and 24 feet at Lock No. 10. The commercial statistics are reported under the head of operating and care of locks and dams on Muskingum River. It is believed that this improvement has had no material effect on freight rates. July 1, 1907, balance unexpended ----------------------------- $160, 179. 47 Received from sale of public property----------------------------303.61 160,483.08 June 30, 1908, amount expended during fiscal year, for works of im- provement -------------------------------------------------- 24, 354.54 July 1, 1908, balance unexpended------------------------------136, 128.54 July 1, 1908, outstanding liabilities-------------------------------270. 50 July 1, 1908, balance available---------------------------------135, 858. 04 July 1, 1908, amount covered by uncompleted contracts----------- 119, 108.31 (See Appendix H H 1.) 2. Operating and care of locks and dams on Muskingum River, Ohio.-The original condition and scope of this improvement is de- 604 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. scribed in the Annual Report of the Chief of Engineers for 1901, Part 1, pages 485 and 486. For more extended information reference is also made to the Annual Report of the Chief of Engineers for 1904, Part 1, page 478. Under allotments from the indefinite appropriation for operating and care of canals and other works of navigation there had been expended up to June 30, 1908, a total sum of $1,785,791.90 and an additional sum of $17,190.44 in building a protection wall at Zanes- ville and altering certain bridges at Taylorsville and Marietta. The amount expended during the year ending June 30, 1908, was $82,696.68. The principal work has been dredging bars and channels; making repairs to locks and dams and their appurtenances, lock houses and grounds, and floating plant; constructed a concrete revetment 100 feet in length on bank of river; refilled and graded eroded bank at left end of dam at Lock No. 3; reconstructed in concrete the conduit leading from the canal above lock to the mill race below; recon- structed in concrete the guide and guard cribs below the lock, and reconstructed in concrete the storehouse and waiting room at Lock No. 4; reconstructed in concrete a washout of the embankment 14 feet in length running from head of lock to high ground; refilled with earth a washout in the terreplein of lock below embankment, and replaced in concrete 18 cubic feet of masonry damaged by ice and drift in head of river wall of lock at Lock No. 5; reconstructed in concrete two guard cribs above lock and the guide crib below the land wall of lock at Lock No. 6; replaced table of planer in work- shop; repaired the flood-damaged doors and windows; built an extension to the planer, and repaired the turbine and machinery in the shop at Lock No. 7; replaced with concrete 20 feet in length of the stone coping of a retaining wall above the right abutment of dam; renewed 12 guard piles above the river wall of lock; extended the wooden guide crib below the river wall of lock 25 feet at Lock No. 8; reconstructed in concrete 215 feet in length of revetment of canal embankment and 43 feet in length of the guard crib below lock at Lock No. 9; reconstructed in concrete 24 feet in length of the guide and guard cribs above lock and 90 feet in length of the guide crib below land wall of lock; reconstructed in concrete approximately 257 feet in length of the revetment of the canal embankment above the land wall of lock at Lock No. 10, and the establishment of ten- tative harbor lines at Zanesville, Ohio; constructed a new towboat, named the U. S. S. Merrill. Navigation was closed on account of ice in the channels from January 28 to February 9, a period of thirteen days, and on account of high water in February and March for a period of seventeen days. The total commerce for the year 1907 was approximately 78,600 tons, valued at $2,470,000, and 60,000 passengers. (See Appendix H H 2.) 3. Big Sandy River and Levisa and Tug forks, West Virginia and Kentucky.-For more extended information concerning the early history of this improvement, reference is made to the following annual reports of the Chief of Engineers: For the year 1875, pages 756-769; for the year 1904, Part 1, page 479, and for the year 1905, Part 1, pages 488-489. RIVER AND HARBOR IMPROVEMENTS. 605 In their original condition this river and its forks were much obstructed by rocks, bars, snags, and leaning trees. During the low- water period of each year navigation was practically suspended. The original project was adopted July 18, 1878, and provided for the removal of rocks, snags, and overhanging trees from the Big Sandy River and its forks. The construction of a lock and fixed dam below the junction of the two forks and near Louisa, Ky., was added by the act of June 14, 1880, and in 1891 was modified to admit of the construction of a movable instead of a fixed dam. The work of clearing the forks of obstructions is carried on from year to year as funds are made available. The amount expended on original and modified projects prior to operations under existing project, exclusive of maintenance on Levisa and Tug forks, was $380,590.66. The existing project, adopted March 3, 1899, contemplates carrying slack water from the Ohio River to Pikeville on Levisa Fork and to the mouth of Pond Creek on Tug Fork by the construction of 21 locks and dams, at an estimated cost of $4,725,000. Of these locks and dams 10 are proposed for the Levisa Fork, 8 for Tug Fork, and 3 for the main river. The survey made for this improvement developed the fact that only 2 locks and dams would be required for the main river. The raising of the crest of Dam No. 3, at Louisa, Ky., was added by the act of June 13, 1902, at an estimated cost of $35,000. The improvement at the mouth of the Big Sandy River by the construction of regulating works was added by the act of March 3, 1905, at a cost of $40,000. The construction of a steel service bridge at Lock No. 1, Big Sandy River, was added by the act of March 2, 1907, at a cost of $7,000. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1908, was as follows: Big Sandy River, general improvement, including maintenance-... $783, 405.80 Levisa Fork, maintenance ---------------------------------- 31, 947. 14 Tug Fork, maintenance ------------------------------------ 31, 284.06 vnd at that date Lock and Dam No. 1, at Catlettsburg, and No. 2, at Kavanaugh, Ky., Big Sandy River, had been completed (Lock and Dam No. 3, at Louisa, Ky., were completed in 1897); the regulating works at its mouth under construction, but little accomplished; speci- fications issued inviting proposals for the construction of a steel service bridge at Lock No. 1-all bids received were rejected, the lowest one being far in excess of the amount appropriated for this work; a con- tract for raising the crest of Lock and Dam No. 3 and the construc- tion of steel lock gates was entered into; the contractor began pre- liminary work early in February, delivered material, installed plant, opened quarries, erected temporary buildings, constructed cofferdam inclosing the abutment, weir, and pier; completed excavation for the extension of abutment and pier, and service-bridge apron for weir; and all round and sheet piling driven. The iron and stone sills of the old weir were removed, all hurters placed, channels for tripping bar and wicket cushion cut, and the greater part of the cutting of old masonry for machinery recesses and junction of concrete was done and at the close of the year the work was in a satisfactory state oi advancement. Lock No. 1, Levisa Fork, and Lock No. 1, Tug Fork, were completed, and specifications were issued inviting proposals for 606 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the construction of the dams for these locks; proposals were opened on June 26 and July 2, 1908, respectively. With the exception of the service bridge at Lock No. 1, raising crest of Dam No. 3, and the regulating works at its mouth, which are provided for by specific appropriations to make the improvement available, the work is being carried on under the continuing-contract system, and the balance of the authorization remaining to be appro- priated is $50,000. This amount, in addition to the unexpended balance on June 30, 1908, can be profitably expended in the fiscal year ending June 30, 1910, in the extension of benefits by the con- struction of Dam No. 1, Tug Fork, and Dam No. 1, Levisa Fork. For the purpose of providing sufficient funds for the construction of Dam No. 1, Tug Fork, and Dam No. 1, Levisa Fork, with a view to completing the whole work as originally contemplated, it is recom- mended that an additional appropriation of $25,000 be made prior to the date set for completion of the work now recommended for award. Congress has appropriated and authorized the expenditure of $235,000 for this work, and the additional appropriation herein recommended is therefore in the nature of an extension of the present limit of authority. The river and harbor act of March 2, 1907, appropriated $7,000 for the construction of a steel service bridge at Lock No. 1, Big Sandy River. Specifications were issued inviting proposals for this work, and the lowest bid received was $8,738.90. All bids were rejected as excessive, and preparations were made for the construction of the bridge by hired labor and the purchase of materials. After circulars were prepared inviting proposals for purchase of materials for the construction of the bridge, a condition occurred at this lock which, so far as the records show, had not obtained before. A sharp rise occurred in the Big Sandy River with the Ohio River at a low stage and, as a result, the sand along the upper face of the existing weir foundation was scoured for a distance of over 65 feet back from the pier toward the abutment. This, of course, rendered it unsafe to make use of a pile foundation at the pier end of the service bridge as originally planned. Plans for the construction of the bridge at Lock No. 1 have been prepared, using cribs at the pier end instead of piles, and it appears under existing prices for labor and material that it will not be practicable to construct the bridge with the amount appropriated. An additional appropriation of $3,000 is therefore recommended. Three locks and dams on the Big Sandy River have been completed and opened to navigation. They provide a minimum depth of 6 feet on their lower miter sills, except at Lock No. 1, Catlettsburg, Ky., where the depth on the lower miter sill depends upon the stage in the Ohio River, and is uncertain and will remain so until a dam is placed in the Ohio River immediately below Catlettsburg. The minimum draft that can be cair*ried over the shoalest portions of the forks at mean low water is uncertain and changeable, and can not be definitely stated owing to the constant movement of the bot- tom and the fact that the obstructions naturally renew themselves. The commerce consists largely of timber, cross-ties, and staves, and varies somewhat with the condition of the streams, being greater during wet seasons and least during a long continued dry term. In RIVER AND HARBOR IMPROVEMENTS. 607 general, it is about 125,000 tons for Tug Fork and 175,000 tons for Levisa Fork a total of 300,000 tons per annum. The Big Sandy River is navigable by steamer from Catlettsburg. the mouth of the river, up to Louisa, Ky., a distance of 27 miles, andl upon the completion of the work of raising the crest of Lock and Dam No. 3 it will be navigable from there to Chapman, Ky., on Levisa Fork, and Saltpetre, W. Va., on Tug Fork, a distance of 9 and 4 miles, respectively. For pole boats, rafts, etc., the head of present navigation is taken at Pond Creek on Tug Fork and at Pike- ville on Levisa Fork. It is believed that the work thus far accomplished on this improve- ment has had no material effect on freight rates. Reference to report on examination made in compliance with act of March 2, 1907, will be found on page 612 of this report. It is deemed advisable that provision should be made for the neces- sary surveys to locate sites and for acquisition of land required for additional locks and dams to be constructed under the adopted project in order to avoid delays incident to such work after appropriations for actual construction have been made. For reasons stated in the appendix to this report, the district officer considers a small dredging plant necessary for the operation and maintenance of this improvement, and estimates the cost of the same at $17,500. A detailed statement of commercial statistics will be found in re- port for operating and care, etc. July 1, 1907, balance unexpended -------------------------- $207, 751.13 Received from various sources --------------------------------- 105. 29 Amount appropriated by sundry civil act approved May 27, 1908- 85,000.00 292, 856.42 June 30, 1908, amount expended during fiscal year for works of improvement ------------------------------------------- 21, 273.16 July 1, 1908, balance unexpended --------------------------- 271, 583.26 July 1, 1908, outstanding liabilities --------------------------- 1, 225.00 July 1, 1908, balance available ---------------------------- 270, 358.26 July 1, 1908, amount covered by uncompleted contracts ----------- 40, 898. 71 Amount (estimated) required for completion of existing project- 3, 755, 000.00 SAmount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1903S ..------------------------------- a 78, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix H H 3.) 4. Operating and care of locks and dams on the Big Sandy River, West Virginia and Kentucky.-For more extended information ref- erence is made to the following Annual Reports of the Chief of Engineers: For the year 1904, Part 1, page 481, and for the year 1905, Part 1, page 490. a Of this amount $50,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907; $25.000 for completing improvement at Dam No. 1. Levisa Fork, and Dam No. 1, Tug Fork, and $3,000 for completing steel service bridge at Lock No. 1, Big Sandy River. 608 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Under allotments from the indefinite appropriation for operating and care of canals and other works of navigation there had been expended up to June 30, 1908, a total sum of $81,737.43. The amount expended during the year ending June 30, 1908, was $22,734.53. The principal work has been clearing the channels and lock ap- proaches of snags and other obstructions; making repairs to locks, lock gates, operating machinery, dams, lock houses, and floating plant; repairing butterfly valves in upper lock gates, construction of protection works below abutment of dam; repairing and remodel- ing old workshop for use as a storehouse and blacksmith shop; con- struction of a light push boat at Lock No. 1; sodding slope back of land wall of lock; repairs to cylindrical valve and upper lock gates; constructing concrete walk, and coal and oil house combined, at Lock No. 2; construction of workshop and tool house combined, and maneuvering boat for dam; constructing a storehouse on Kentucky side of river, new steel lock gates, bank protection below abutment, and purchase of new set of needles for dam at Lock No. 3. Lock No. 1 was out of commission during the entire year on ac- count of construction of regulating works below the lock. Naviga- tion at this lock was suspended between February 20 and October 6 on account of the pass being closed by reason of the construction of protection works below abutment of dam. Lock No. 2 was open to navigation throughout the year. Navigation at Lock No. 3 was suspended during the entire year on account of the work of raising the crest of the lock and dam, constructing new steel gates for the lock, and protecting the bank below abutment. The total commerce for the year 1907 was approximately 194,634 tons, valued at $1,685,860, and 619 passengers. (See Appendix H H 4.) 5. Kentucky River, Kentucky.-For more extended information reference is made to the Annual Report of the Chief of Engineers for the year 1906, Part 1, pages 541 and 542. At the time the United States assumed control of the Kentucky River the improvement that had been made by the State of Kentucky, which included five locks and fixed dams, was found to be in a dilapidated and almost worth- less condition. Portions of Dams Nos. 1 and 2 on the lower part of the stream were gone entirely, so that navigation was suspended. The original and existing project was adopted in 1879 (Annual Report of the Chief of Engineers for 1879, pp. 1398-1422), and pro- vides for repairing and rebuilding the five old locks and dams, re- moving snags, logs, and other obstructions, and extending 6-foot slack-water navigation from the mouth of the river to the Three Forks, a distance of about 261 miles. The amount expended to June 30, 1908, was $2,927,439.84. The result of this expenditure was the repair and the rebuilding of five old locks and dams constructed by the State; the construction of Locks and Dams Nos. 6, 7, 8, 9, 10, and 11; the purchase of sites for these and for Locks and Dams Nos. 12, 13, and 14, and the partial construction of Lock and Dam No. 12; preparation of plans and specifications for constructing Lock and Dam No. 13; construction of dam at Beattyville, Ky., and survey to determine the amount of damage by flowage to private property by reason of the construction of Locks and Dams Nos. 9, 10, and 11. RIVER AND HARBOR IMPROVEMENTS. 609 This work is being carried on under the continuing-contract system, and the balance of the authorization remaining to be appropriated is $210,000. This amount, together with the unexpended balance on June 30, 1908, can be profitably expended in the fiscal year ending June 30, 1910, in the extension of benefits by the construction of Locks and Dams Nos. 12 and 13. The estimated cost of Lock and Dam No. 14 is $415,650, not pro- vided for in any existing legislation. The amount of the contract for construction of Lock and Dam No. 12, including engineering and contingent expenses, is $419,439.62. The actual amount required to complete the existing project as it now stands is estimated at $865,650, to be expended as follows: Amount required to build Lock and Dam No. 13, with appurtenances, is estimated at $500,000, $50,000 of which is now appropriated, leav- ing a balance yet to be appropriated ($210,000 of which is author- ized) of-----------------------------------------------$450, 000 Amount required to build Lock and Dam No. 14, with appurtenances, is estimated at ------------------------------------------- 415, 650 Total ----------------------------------------------- 865, 650 The total amount of the present authorization will become ex- hausted with the completion of Lock and Dam No. 12, with the ex- ception of a possible balance of $260,000. In addition thereto an additional appropriation of $240,000 will be necessary for the con- struction and completion of Lock and Dam No. 13. It is thought that the estimated cost of these locks and dams con- tained in the present approved project ($415,650 each) is sufficient in the aggregate for their completion, but it is quite likely that, owing to local conditions, the individual cost will vary materially, as, for instance, the reason for the increase in cost of Lock and Dam No. 13 over that' of No. 12 is due to the depth of the rock foundation, which will require quite an additional amount of excavation, concrete, and embankment. The construction of Locks and Dams Nos. 9 and 10 has also caused damages to the highways of Madison County by back water in Tates Creek and Otter Creek. Tates Creek enters the Kentucky River about one-half mile above Lock 9. There is a county road crossing this creek a few hundred feet above the mouth, which is the principal outlet for a large number of residents dwelling on the left-hand side going up this creek. Since the construction of No. 9 this crossing has been rendered useless. In order to restore the crossing, a bridge will have to be constructed. From estimates already obtained it is thought that a suitable bridge can be built for approximately $3,500, and an appropriation of this amount is therefore recommended. Otter Creek is situated one-half mile below Ford, Ky., and one-half mile above Dam No. 10. Since the construction of this dam the county road running along this creek has been rendered impassable. This road meets the Richmond and Boonesboro (Ky.) turnpike and is the principal outlet for a large number of families scattered along this creek. For the purpose of restoring this road to public traffic an appropriation of $2,500 is recommended. This work constitutes an item of contingent expense that was not foreseen when the estimate of cost of constructing these locks and dams was prepared, and an appropriation of $6,000 to cover the cost of the additional work indi- 57101-ENG 1908-39 610 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cated is a proper charge to this improvement and should be provided in addition to sums heretofore authorized. The greatest draft which can be carried at mean low water from Lock No. 1 to a point 2 miles above Irvine, Ky., a distance of 226 milbs, which is at present the head of slack-water navigation, is 5.5 feet. Above this point no boats can run at a low stage. Ordinary low-water depth through Lock No. 1 and to the Ohio River, 4 miles below, is 6 feet or more, but at extreme low water only about 24 feet can be carried over the lower sill of Lock No. 1. The usual variations of level of water surface are from 23 to 40 feet and occasionally much more. The old locks, Nos. 1 to 5, inclusive, built by the State, have 145 feet available length and 38 feet width. The new locks, from No. 6 up, have available lengths of from 146 to 148 feet and are 52 feet in width. The principal commerce of the river is timber much of it loose logs, and the improvement is rather detrimental to this than otherwise. The logs are damaged in passing the dams and in their turn cause much damage to the works-are a prolific source of snags and of dis- couragement to any steamboat traffic that might develop. Commercial statistics in detail are given in the report for operating and care of locks and dams on Kentucky River. The unexpended balance and appropriation recommended will be applied to construction of Locks and Dams Nos. 12 and 13 for exten- sion of benefits. There are not likely to be any decided changes in the volume or character of the commerce benefited until the improvement is carried to the head of the river, where it is hoped that coal lands may be developed and the product shipped by river. The development of coal lands, with the resulting traffic, is the specific purpose to which the expenditure will be applied. It is believed that the project has so far had no material effect on freight rates. July 1, 1907, balance unexpended --------------------------- $259, 883.36 Received from other sources ---------------------------------- 128. 00 Amount appropriated by sundry civil act approved May 27, 1908-- 309,000.00 569,011. 36 June 30, 1908, amount expended during fiscal year, for works of improvement ------------------------------------------- 24, 129. 92 July 1, 1908, balance unexpended-------- -------------------- 544, 881.44 July 1, 1908, outstanding liabilities------------------------------ 472. 06 July 1, 1908, balance available ------------------------------ 544, 409. 38 July 1, 1908, amount covered by uncompleted contracts ----------- 378, 409.94 Amount (estimated) required for completion of existing project-- 865, 650.00 Amount that can be profitably expended in fiscal year ending June 30, 1910, for works of improvement, in addition to the balance unexpended July 1, 1908 a450,000.00 .--------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix H H 5.) a Of this amount $210,000 is for continuing-contract work authorized by the river and harbor act of March 2, 1907, and $240,000 for the completion of Lock and Dam No. 13. IIVEB AND HA]3BO3 IMOvEIENTS. 1 611 6. Operating and care of locks and dams on Kentucky River, Ken- tucky.-At the time the United States acquired possession of the five locks and dams on this stream, in 1880, navigation, then extend- ing for a distance of 87 miles upstream, was practically suspended on account of deterioration of the works. These five locks and dams were built by the State of Kentucky .in 1836-1839, and from 1880 to 1885 were extensively repaired by the United States under appro- priations for improving Kentucky River, Kentucky. Since then extensive repairs have been made under the indefinite appropriation of 1884 for operating and care of canals, etc.; and Locks and Dams Nos. 6, 7, 8, 9, 10, and 11 have been constructed. Additional infor- mation will be found in the Annual Reports of the Chief of Engineers for 1906, Part 1, page 543, and for 1907, Part 1, pages 568-569. Under allotments from the indefinite appropriation for operat- ing and care of canals and other works of navigation there has been expended up to June 30, 1908, a total sum of $1,636,206. 19. The amount expended during the year ending June 30, 1908, was $119,223.79. The principal work has been dredging bars and channels; making repairs to locks, lock gates, operating machinery, dams, lock houses, and floating plant; replacing sheeting and range timber, and in constructing concrete face on 200 feet of the downstream side of dam, at Lock No. 3; replaced worn-out and torn-off sheeting of dam at Lock No. 4; renewal of torn-off decking of dam, reconstructing upper lock gates in steel, reconstructing in concrete upper miter sill of lock, at Lock No. 5; repairs to lower wall valve of lock at Lock No. 6; reconstructing in concrete the sloping face of timber-step dam at Lock No. 8; constructing protection works below Lock No. 9; com- pleting repairs to washout caused by flood of 1905. constructing pro- tection works below abutment and raising abutment end of dam, reen- forced with concrete the concrete wall at lock end of new dam, raised lower guide wall to level of lock wall, constructed concrete walk on top of bank and from river to foot of hill and from lockman's house over lock grounds, widened, with concrete, the land wall of lock sufficiently to properly operate the gate racks, and constructed floating boom at upper end of lock to facilitate the entrance of rafts, at Lock No. 10; repaired movable crest of dam at No. 11; entered into contract for the construction and delivery of machinery for a new dredge boat, the hull for which is to be constructed by hired labor and purchase of materials; under contract dated May 24, 1907, two new dump scows were completed, at a cost of $6,216; under contract dated February 27, 1908, two new barges were completed, at a total cost of $4,300. Navigation was suspended at the various locks, due to high water, repairs, etc., for a total of two hundred and forty days. The total commerce for the year 1907 was approximately 371,000 tons, valued at $5,844,000, and 13,259 passengers. (See Appendix H H 6.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 2, 1907. Reports on preliminary examinations required by the river and harbor act of March 2, 1907, of the following localities within this district were duly submitted by the district officer. They were re- 612 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. viewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents, as indicated: 1. Preliminary examination of Big Sandy River, with a view to improving its headwaters, including Pound River and Russel Fork, Virginia and Kentucky.-Report dated June 15, 1907, is printed in House Document No. 222, Sixtieth Congress, first session. The local- ity is not considered worthy of improvement by the General Govern- ment. 2. Preliminaryexamination of Guyandot River, West Virginia.- Report dated June 14, 1907, is printed in House Document No. 558, Sixtieth Congress, first session. The locality is not considered worthy of improvement by the General Government further than for maintenance under previous projects. IMPROVEMENT OF RIVERS AND HARBORS IN THE LOUISVILLE, KENTUCKY, DISTRICT. This district was in the charge of Capt. Harry Burgess, Corps of Engineers. Division engineer, Col. G. J. Lydecker, Corps of Engi- neers, to November 15, 1907, Col. Charles E. L. B. Davis, Corps of Engineers, from November 15, 1907, to February 15, 1908, and Col. William T. Rossell, Corps of Engineers, since February 15, 1908. 1. Falls of the Ohio River at Louisville, Ky.-Improvements under this title have included the enlargement of the basin immediately above the locks of the Louisville and Portland Canal, the enlargement of the head of the canal, and straightening, deepening, and control- ling the water flow in the Indiana Chute channel. The work of enlarging the basin above the canal locks was com- pleted in 1893. The original conditions at the other localities are more conveniently and fully described under separate headings, as follows: Head of Louisville and Portland Canal.-Previous to 1883 the approach to the canal at its upper end, above the Louisville Bridge Company's bridge at Fourteenth street, was so narrow as to consti- tute a source of much expensive delay to the large quantity of traffic which came down the river on ordinary rises. The canal proper from Ninth to Fourteenth streets was only 100 feet wide and curved be- tween the two points, so that progress was slow and accidents frequent and unavoidable. The greater part of the dike marking the north side of the approach to the canal was submerged when the river reached a stage of 8.4 feet, upper canal gauge, and at stages of 9 feet or more a strong current set out from the shore, thus carrying many vessels against the dike and, at high enough stages, over it onto the rock ledges. This approach was 1,800 feet long and varied in width from 400 feet at the upper end to 100 feet opposite Ninth street. Its area was wholly insufficient for the required breaking and rearrange- ment of tows preparatory to entering or leaving the canal. Indiana Chute.-This is the main channel of the river by which commerce passes over the falls when the stage of water is such as to permit navigation via that route. Originally it was very crooked, with swift currents and whirls, filled with