ANNUAL REPORTS, WAR DEPARTMENT FISCAL YEAR ENDED JUNE 30, 1910 REPORT OF THE CHIEF OF ENGINEERS U. S. ARMY 1910 IN THREE PARTS PART WASHINGTON GOVERNMENT PRINTING OFFICE 1910 ANNUAL REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 1910. 0 56932 -ENG 1910--1 WAR DEPARTMENT. Document No. 373. 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 30, 1910. SIR: I have the honor to present for your information the follow- ing report upon the duties and operations of the Engineer Depart- ment for the fiscal year ending June 30, 1910. OFFICERS OF THE CORPS OF ENGINEERS. The number of officers holding commissions in the Corps of Engi- neers at the end of the fiscal year was 186, a net increase during the year of 3. Since July 1, 1909, the Corps of Engineers has lost 8 of its officers- Lieut. Col. Hiram M. Chittenden, who on February 9, 1910, vacated his commission as an officer of the Corps of Engineers by his accept- ance of his commission as brigadier-general, to date from January 24, 1910; Second Lieut. John A. Holabird, who resigned his commis- sion as an officer of the army December 4, 1909; Col. John G. D. Knight, who on December 3, 1909, vacated his commission as an officer of the Corps of Engineers by his acceptance of his commis- sion as brigadier-general, to date from November 30, 1909; Col. Smith S. Leach, who died October 16, 1909; Col. Daniel W. Lock- wood, who was retired from active service September 21, 1909, by operation of law under the provisions of the act of Congress ap- proved June 30, 1882; Brig. Gen. William L. Marshall, Chief of Engineers, who was retired from active service June 11, 1910, by operation of law under the provisions of the act of Congress approved June 30, 1882; Capt. John H. Poole, who resigned his commission as an officer of the army March 28, 1910, and First Lieut. Carlos J. Stol- brand, who was dismissed the service of the United States on April 14, 1910. There were added to the Corps of Engineers during the fiscal year, by the assignment of graduates of the United States Military Academy, 11 second lieutenants, whose commissions date from June 15, 1910. 4 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On the 30th of June, 1910, the distribution of officers of engineers, according to their duties, was as follows: Chief of Engineers, in command of the Engineer Department, etc----------- 1 Assistants to the Chief of Engineers_-------------------------------------5 River and harbor work and light-house duty------------------------- 7 River and harbor work, The Board of Engineers, and the Light-House Board------------------------------------------------------------1 River and harbor work and fortification work__ _____--- - __- _ 19 River and harbor work, The Board of Engineers, and chief engineer officer, military department----------------------_ --------------------------- River and harbor work, The Board of Engineers, and fortifications-....... 2 River and harbor work, fortification work, and light-house duty----------- 4 River and harbor work_____---------------------------- 19 River and harbor work, fortification work, chief engineer officer, military department, and light-house duty --------------------------------- 1 River and harbor work and chief engineer officers, military departments--.. 3 River and harbor work, fortification work, light-house duty, and command of engineer troops in the Hawaiian Islands_-- 1 River and harbor work, fortification work, and Washington Aqueduct---. 1 River and harbor work; under instructions----------------------------- 15 Fortification work and chief engineer officer, Philippines Division---------- 1 Fortification work in the Philippine Islands -_ 1 On duty at the United States Military Academy--- 8 On duty at the Army War College--------------------------------------- 1 On the General Staff ------------------------------------------- 1 The Army Field Engineer School, Fort Leavenworth, Kans__ -- 1 At Engineer School, Washington Barracks, D. C., and with troops stationed there ------------------------------------------------------------- 27 On duty at the service schools, Fort Leavenworth, Kans____ 3 Under instruction at Cornell University 1 On duty with troops at Fort Leavenworth, Kans., and chief engineer officer, military department---------------------------------------- 1 On duty with troops at Fort Leavenworth, Kans 8 S---------------- On duty with troops at Fort D. A. Russell, Wyo 1---------------- On duty with troops, Pacific coast- ----------------- 2 On duty with troops at Vancouver Barracks, Wash----------------------- 2 On duty with troops in Hawaiian Islands-------------------------------- 4 On duty with troops in the Philippine Islands--------------------------- 10 Assistant chief engineer officer, in charge of military mapping, Philippine Islands 1 1---------------- Military mapping in the Philippine Islands .. ___ 1 Chief engineer officer, military department 1---------------- Engineer secretary to the Light-House Board----------------------------- 1 With the government of the District of Columbia------------------------- 4 Public buildings and grounds, District of Columbia -------- 1 Superintendent of the State, War and Navy Building- 1 In charge of the improvement of the Yellowstone National Park_-- 1 Road work in Alaska -------------------------------------------------- 1 On duty with and under the Panama Canal Commission ___ 10 On leave of absence------------------------------- 1 On graduation leave of absence-_________ 11 Total 186 The above table shows that out of a total of 186 officers, only 62, or approximately 33 per cent, were on duty wholly under the control of the Chief of Engineers; 20, or 11 per cent, more were performing some duty under the control of the Chief of Engineers, while at the same time performing other duties under various other branches of the Government; while 92, or 49 per cent of the entire corps, were on duty entirely detached from the control and supervision of the Chief of Engineers; in addition, 11 were on graduation leave from the United States Military Academy. With regard to the character of the duties performed, 66 officers were engaged on nonmilitary duty exclusively; 74 on military duty OFFICERS OF THE CORPS OF ENGINEERS. 5 exclusively, while 33 were performing both-military and nonmilitary duty. The diversified character of the duties assigned to the Corps of Engineers is well shown by this table. As pointed out in the Annual Report of the Chief of Engineers for 1909, the duties devolving upon the Corps of Engineers and assigned to officers thereof are steadily increasing. The corps is now charged with the construction and maintenance of seacoast fortifications; the superintendence and execution of works of river and harbor improve- ment, including numerous extensive surveys in connection with pro- posed works of improvement; the water supply of the capital city of the United States, and the care of public buildings and grounds therein; the improvement of the Yellowstone National Park; the survey of the northern and northwestern lakes; the mining and debris commission of California; the construction of certain roads and bridges; the erection of monuments; and the purchase and issue to the army of engineer equipment. In addition, the work of remov- ing the wreck of the battle ship Maine from Habana Harbor was assigned to the Chief of Engineers at the last session of Congress. Besides the above duties assigned to the Corps of Engineers, officers of the corps are at present detailed for duty in connection with the construction and repair of light-houses; as Engineer Commissioner of the District of Columbia and assistants thereto; as chairman and members of the Panama Canal Commission (constituting a majority of the commission) and as assistants to the commission; for member- ship in the General Staff; in command of three battalions of engineer troops; in supervision of military engineering; as chief engineer offi- cers of the various military departments and of the Philippines Divi- sion; in reconnaissance and survey work in the several military departments, including a geodetic survey in the Philippines Division; on road work in Alaska; to examine and report upon various reclama- tion projects under the Department of the Interior; in attendance at the Army War College; as instructors in the various service schools and at the Military Academy; and for duty on various important boards. There is reason to believe that the demands upon the corps will continue to increase. Interest in the improvement of the waterways of the country is increasing, and the demand for the inauguration of large projects is becoming continually more pressing. The intra- coastal waterway survey, the extensive improvement of the Ohio River, the investigation for a waterway from Chicago to the Mississippi by way of the Illinois River, besides the large number of works of im- provement and preliminary examinations and surveys ordered by the river and harbor act of June 25, 1910, throw additional burdens upon the corps, already charged with many and varied works of improvement, while the Panama Canal claims the services of more than 5 per cent of its officers. Along with the increasing demands of nonmilitary work has grown the demand for officers and men to perform the strictly military duties of the corps. Engineer officers and troops are now engaged in making extensive military surveys in the Departments of the East, the Columbia, and California, and in the Philippines and in Hawaii. During the past year the Engineer Department has been called upon to make additional surveys of this nature, in connection with the location of defensive works, and the mapping of maneuver areas, 6 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. while urgent requests for additional officers for duty in connection with the survey of the Philippine Islands have been received. Owing to the lack of engineer officers and troops who could be spared for the purpose, it has been impossible to meet all of these calls, and in consequence it has been necessary to defer some of these military surveys until next year, while others have necessarily been com- mitted to other bureaus of the War Department, though properly a duty of the Corps of Engineers. Fortification work is actively in progress in the Philippines and in Hawaii, as well as in this country. The General Staff, the command of the engineer troops, the War College, the service schools, and the Military Academy all continue to demand their quota of the corps. In addition, a Board of Engineer officers has, by direction of the President, been constituted to act in an advisory capacity to the Secretary of the Interior in connection with the application of the city of San Francisco to utilize water from the Yosemite National Park for municipal purposes; and a sec- ond Board of Engineer officers has, under similar authority, been constituted to examine and report upon various reclamation projects under the Department of the Interior. The increasing demands of these various classes of duties, both military and nonmilitary, have been met by increasing the duties and responsibilities of individual officers and the assignment of extra work to many officers already overburdened. In several cases it has become necessary to combine, under one head, two engineer districts, each of which is of sufficient importance and complexity to require the undivided attention of one officer. In several cases a single offi- cer is in charge of important river and harbor work, of light-house construction, and of fortification work, diverse duties, each requiring its own special knowledge and forms of procedure. In addition, these officers are called upon to serve on various important boards, en- tailing, in many cases, not only executive work, but a large amount of individual research. Under these circumstances it is growing more and more difficult for the officers of the corps to devote to each of the various works in their charge the proper amount of detailed consideration and study. It has also become necessary to largely diminish the former practice of assigning young officers to duty in the various engineer districts as assistants to older officers, in order that they may, by observation and practice, become fitted to assume charge of important construction work in their turn. It has become necessary, in several cases, to assign to the responsible charge of an engineer district a young officer who has had little previous experi- ence on such work. Similarly, engineer companies have been left for considerable periods under the command of second lieutenants only a year or two out of the Military Academy, for want of captains who could be assigned to their command. Since 1897 the authorized strength of the Corps of Engineers has been three times increased. Prior to that year the authorized strength was 109 officers of all grades, this having been the organiza- tion since the year 1866. In 1898, to meet the demands of the war with Spain, the authorized strength was increased to 127. By the act of February 2, 1901, the second increase was authorized, adding 33 officers to the authorized strength; but at the same time the number of engineer troops was increased from 1 battalion of 4 companies to 3 battalions of 4 companies each, demanding the services of 30 OFFICERS OF THE CORPS OF ENGINEERS. additional officers with the new battalions. The new troops thus absorbed practically the entire authorized increase in the number of officers; and as the increase in officers was confined to the grades of captain and lieutenant-5 in the former and 28 in the latter grade-- whereas the troops required the assignment of 2 additional majors and 8 additional captains to command the new battalions and com- panies, the practical result of the increase was a diminution of 5 in the number of officers of experience available for construction work. This effect was emphasized by the fact that as the Corps of Engi- neers is by law recruited entirely from graduates of the United States Military Academy, it proved impossible to obtain at once the full number of officers to fill the newly created positions, so that the net result of the legislation was an immediate and considerable dimi- nution in the number of officers of all grades below that of lieuten- ant-colonel available for assignment to construction work. By the act of April 23, 1904, the corps was increased to its present authorized strength of 188 officers. The same difficulty was at first experienced in filling the original vacancies created by this act, but this has now been largely overcome, and hereafter the corps may be kept at full strength. Each of the increases mentioned above was immediately absorbed by the increased duties, which had been the reason for the increase, or which had accompanied it. There are now 186 officers holding commissions in the Corps of Engineers, as compared with 111 on June 30, 1897; but the number of officers now on duty under the exclu- sive control of the Chief of Engineers is but 62, as compared with 71 in 1897, while the number of officers now on duty beyond the control of the Chief of Engineers is 92, as compared with 27 in 1897. In addition, 20 officers are now performing some duties under the Chief of Engineers and some under other authority, as compared with 12 in 1897. The net result has been an actual and substantial decrease in the number of officers available for carrying on river and harbor and other construction work of the corps, which has increased enormously in this period of thirteen years. This effect is largely due to the in- crease in the strictly military duties of the corps. In 1897 18 officers were engaged solely on duties of this character and 47 upon such duty in addition to nonmilitary duties, while in 1910 74 officers were en- gaged on military duty exclusively and 33 others were performing military duty in addition to other work. Under these circumstances, I repeat the recommendation made in the annual reports from this office in 1908 and 1909 that the author- ized strength of the corps be increased by at least 60 officers, this in- crease being absolutely necessary to provide a proper organization of the corps for carrying on the work now devolving upon it. As stated in those two reports, this increase should be effected in the grades above that of second lieutenant, the present authorized number of second lieutenants being sufficient for the performance of duties prop- erly assignable to officers of that grade. A bill (H. R. 7117, 61st Cong., 2d sess.) was passed by the House of Representatives at the last session of Congress, and is now pending in the Senate, which pro- vides an increase of 60 officers, distributed among the grades in such a manner as to make the proportion of field officers in the Corps of Engineers approach more closely to that in the other permanent staff 8 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. corps, adding to the corps 5 colonels, 6 lieutenant-colonels, 19 majors, 17 captains, and 13 first lieutenants. This increase in the number of officers in the corps is regarded as absolutely necessary to meet the existing conditions in time of peace. In the event of war with a first-class power the full number of officers recoipmended will be necessary for the proper discharge of the military duties of the Corps of Engineers, embracing military reconnaissance and mapping, laying out of camps, the planning and superintendence of defensive and offensive works by the troops, the construction and repair of military roads, railroads, and bridges, demolitions, siege works, and the construction and repair of seacoast fortifications. In time of peace this full number of officers will be profitably engaged in the direction and execution of public engineering works, thereby not only affording a well-trained and well-regulated organization for the conduct of these works, but at the same time perfecting themselves in the principles of engineering and the practice of administration under government methods and accounting, and thus preparing themselves for greater usefulness in war. If provision is made for the payment of engineer officers, while engaged on river and harbor work, from the appropriations for such works, the increase above rec- ommended will be attended by no increase in the appropriations for the support of the army. The increase over the present authorized strength should be extended over a period of about five years, by pro- viding that only about one-fifth of the original vacancies created shall be filled in each year, thus effecting a gradual expansion and avoiding the difficulties inherent in the immediate entry and assimilation of so large an amount of new material. In 1909 the general policy was adopted of assigning the new mem- bers of the Corps of Engineers to various engineer districts where important construction work is in progress, the tours of duty of each officer being so arrangedc as to give him a few months of practical experience and obseration on each of several of the important classes of construction work, including several months on the Panama Canal. At the close of the first year's service the young officers are sent to the Engineer School at Washington Barracks to pursue a course of study in engineer construction work, including civil engineering, light-house construction, mechanical and electrical engineering, sea- coast defenses and permanent fortifications, etc. Upon the comple- tion of the year's course at the Engineer School at Washington Bar- racks the young officers will be assigned to civil and military duty for several years as assistants to older officers, the service during this period including one year as student officers at the Army Field Engi- neer School at Fort Leavenworth. Owing to the amount and importance of the construction work assigned to the Engineer Corps, it is of the utmost importance that the younger officers should receive thorough training at the Engineer School at Washington Barracks. The present facilities for this school are extremely inadequate, and an estimate was submitted by the Chief of Engineers for funds for the improvement of the post and school, but by direction of the Secretary of War the item was omitted from the estimates finally submitted for the consideration of Con- gress. Attention is invited to the portion of my report upon this subject under the heading " Buildings, Army War College and Engi- neer School, Washington, D. C," NONCOMMISSIONED OFFICERS OF ENGINEERS. 9 ENGINEER TROOPS. The increase in officers referred to above is the number considered necessary for properly carrying on the work now devolving upon the Corps of Engineers, and takes no account of a possible increase in the number of engineer troops. In the annual reports of the Chief of Engineers for 1908 and 1909 it was pointed out that any further in- crease in the engineer troops should be accompanied by a correspond- ing increase in officers, in order to avoid the necessity for withdrawing from construction work the necessary officers for duty with the addi- tional battalions, which has heretofore so handicapped the civil work of the corps. It is understood that this subject is under consideration by the General Staff, and that this body will recommend in due time an appropriate organization of engineer troops, with suitable pro- vision for both officers and men. The necessity for an increase in the number of engineer troops was recognized during the calendar year 1907 by the issuance of General Orders, No. 199, War Department, September 25, 1907, putting the engineer troops on a war basis and authorizing the recruiting of the companies to the full war strength of 164 men. For reasons ex- plained later in this report, difficulty has been experienced in raising these companies to and maintaining them at their full authorized strength. NONCOMMISSIONED OFFICERS OF ENGINEERS. In the annual reports for 1908 and 1909 recommendation was made for the establishment of certain higher grades of noncommis- sioned officers in the Corps of Engineers, comparable to those in cer- tain other branches of the service. The experience of the past year has not changed the views of this office as to the necessity for some such measures as were then recommended, in order that the engineer troops may continue to attract and to hold the class of men necessary for the proper execution of the varied works which they are called upon to perform. The extensive military surveys in this country and in the island possessions, the proper handling of explosives, photog- raphy and map reproduction, drafting, the supervision and direction of working parties, both of troops and of civilian labor, the thorough practical knowledge of fieldworks, military bridges, ponton bridges, demolitions, military mining, and road construction, all of which fall within the duties of engineer troops, demand long and careful train- ing, combined with technical skill in the mechanical trades, and pre- suppose a high grade of enlisted men. This grade of men is no longer attracted to the engineer troops. The work of this branch of the service is arduous, and pay and opportunities for advancement are no longer such as to attract the best men. Engineer troops are expected and required to perform all the usual post duties, to be well trained in infantry maneuvers and in rifle practice, to understand the handling of horses and mules, and in addition to be thoroughly trained in their own special technical duties. Men about to enlist are guided largely in their choice of a branch of the service by the rela- tive opportunities of advancement offered in the several branches, as 10 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. well as by the relation between the character of the work and the com- pensation received. It is at present quite generally true that many of the most efficient engineer soldiers and those who could be developed into men of the highest worth will not reenlist for a second enlistment period. If the engineers are to continue to attract the grade of men needed to properly perform the duties of this branch, they must offer oppor- tunities of advancement at least equal to those of the other tech- nical branches of the service, such as the Coast Artillery and the Sig- inal Corps. Under present conditions, not only do the better and more intelligent class of men hesitate to enlist in the engineers, but the engineers are subject to a steady drain of their best men through refusal to reenlist on discharge, through discharge by purchase, and through transfer to other branches of the service, where easier service is rewarded by almost equal pay. It is believed that if the efficiency of the engineer troops is to be kept up to the high standard demanded and expected of them these conditions must be remedied by increas- ing the opportunities of promotion for good men and by the creation of additional higher grades as a reward for special excellence. As the technical duties of engineer troops require the frequent detach- ment of small parties, or of individuals, for special duties, or for the supervision of working parties, the exact proportion between the number of privates, corporals, and sergeants, based upon the number of squads and sections in the company, is not applicable. Further- more, the care of the ponton trains, tool wagons, mules and horses of mounted sections requires wagoners, artificers, saddlers, black- smiths, and farriers. The number of cooks allowed to an engineer company should also be increased, as the number now authorized-two for a company of 164 men-is too small for the performance of their duties. This number is the same as is allowed to a company of 65 men in the cav- alry and infantry, to a company of 109 men in the Coast Artillery Corps, and to the peace strength of 100 men in an engineer company. In the field artillery (light), three cooks are allowed to a battery of 133 men, and in the field artillery (horse), three cooks to a battery of 150 men, while in the provisional organization of a signal corps company, four cooks are allowed to 150 men. This latter number is regarded as necessary for an engineer company of 164 men, espe- cially in view of the fact that detachments of considerable size are often separated from the company on special service requiring the services of a cook with each detachment, as well as at the headquarters of the company. As the duties of musicians bring them constantly into close contact with other organizations and with officers of all grades, it is very desirable that they should be of the highest character possible. It is not believed that the present pay of engineer musicians affords suffi- cient compensation. The designation of the present grade of "private, second class," should be changed to " private," as the description " second class " is distasteful to the men, and is unnecessary to distinguish this grade from that of "private, first class." This change would also empha- size more clearly the fact that appointment as private, first class, is a promotion in grade, and not merely an increase in pay. THE BOARD OF ENGINEERS. 11 I therefore recommend the following changes in the organization of the enlisted personnel of the Corps of Engineers: That there be added to the noncommissioned staff of each battalion 1 battalion commissary-sergeant, 1 color-sergeant, and 1 train- sergeant, with the rank and pay of the present battalion sergeants- major, and 1 trumpeter-corporal with rank and pay of corporal of engineers. That there be added to each company of engineers 10 sergeants, first class, with the rank and pay of sergeants, first class, in the Signal Corps, and electrician-sergeants, first class, in the Coast Artillery Corps; 2 mechanics, 2 wagoners, 2 farriers, 1 blacksmith, and 1 sad- dler, with the rank and pay of corresponding grades in the Coast Artillery Corps and in the cavalry; and that the first sergeants and company quartermaster-sergeants have the rank and pay of sergeants, first class; and that musicians have the rank and pay of privates, first class. That the number of sergeants in each engineer company be in- creased to 22, the number of corporals to 26, and the number of cooks to 4; that the number of privates, first class, be reduced to 36, and that the designation of the grade now designated as " private, second class," be changed to "private," and the number reduced to 54, thus leaving the total strength of the company at 164 men, as at present. I repeat my recommendation of last year, that there be established in the Corps of Engineers a grade to be known as " Military overseer," or "Enlisted specialist," with the rank, pay, and emoluments now authorized by law for master electrician in the Coast Artillery Corps, and master signal electrician; that the authorized number of such military overseers be 100, and that they be assigned to duties and stations upon the recommendation of the Chief of Engineers; one to be habitually stationed at each seacoast fort, as foreman of engineer construction and working parties, in lieu of the civilians now em- ployed for these purposes; and the remainder to be assigned to duty with the various engineer companies for the performance of work requiring special skill. Appointment to this grade should be reserved for men especially expert in topography, drafting, photography, lithography and map reproduction, demolitions, road building, mili- tary mining or field engineering, or specially qualified as overseers on construction work, and should be regulated by the same rules and procedure as are now prescribed for appointment to the grades of master electrician in the Coast Artillery Corps and master signal electrician. THE BOARD OF ENGINEERS. The regulations for the government of the Corps of Engineers pro- vide for a Board of Engineers, consisting of not less than three officers designated by the Chief of Engineers, with the sanction of the Sec- retary 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 forti- fications of the United States. During the fiscal year the Board has reported upon various sub- jects connected with fortification work. 12 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, Hon. W. H. Taft, as president, to review the projects for the United States and for the insular possessions, to indicate the localities where defenses were most urgently needed, and to determine the character and gen- eral extent of the defenses, with their estimated cost. This Board is known as the National 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. 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- March 3, 1909_____-.. 5, 064, 00 tional defense," act of March 9, 1898....... 3, 817, 676. 02 Total ----------- 28,998, 498. 02 FORTIFICATIONS. 13 The following table shows the present status of permanent work completed or in progress with funds already provided: Total number Provided carried by for by Calibers. scheme of appropria- National tions Coast made by Defense Congress. Board. 12-inch mortars .............................................................. 464 376 16-inch rifle .... ... ................ .. ................... .......................... ... 1 .......... 14-inch rifles .................................. ........ .......... .. .. 19 .......... 12-inch rifles...................... ...... ..... .......... .... a136 ...... ................. 105 10-inch rifles ................................................ .................... b 138 132 8-inch rifles .......... ......................................................... . 70 c.. c68 guns ....................................................... 6-inchrapid-fire .......... 191 175 5-inch guns.... rapid-fire ......................... .......... 53 54 4.7-inch and 4-inch rapid-fire guns.................................. ..... .... d 37 37 3-inchrapid-fire guns... ................................................ 284 254 a Excluding 2 emplacements for guns on hydraulic lifts, now dismounted. bExcluding 1 emplacement from which original experimental carriage has been removed. cExcluding 2 to be dismounted and mounted elsewhere. d Excluding 1 temporary emplacement, without armament. 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, since the submission of the report of the Board, aggregate $305,064, leaving $10,531,336 to be appropriated for these purposes. For the construction of gun and mortar batteries an estimate of $890,542.50 was prepared by the Chief of Engineers; this item was, however, by direction of the Secretary of War, omitted from the estimates finally submitted for the consideration of Congress. At the close of the fiscal year the status of emplacements for which funds have been provided by Congress is as follows: nc 1m2-i 12-inch. 10-inch. 8-inch. apid- mortars. fire. Guns mounted - ... --------------------............. 376 a 105 b 129 c 96 d 480 ------------...... 2 4 3 Ready forarmament ----------------.....................------............. 41 Total......................... .. ............ 376 107 133 99 521 a Including 2 guns on hydraulic lifts, now dismounted. b Including original experimental 10-inch carriage, now dismounted. cIncluding 23, which have been dismounted since the war with Spain; 3, which are now temporarily mounted; and 3 dismounted, and 2 to be dismounted for emplacement elsewhere. d One temporarily. At the close of the previous fiscal year there were reported mounted: 12-inch 12-inch. 10-inch. 8-inch. Rapid- mortars. fire. 376 105 126 97 434 14 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A comparison of the last two tables shows an increase during the year in guns actually available for service of 3 10-inch guns and 46 rapid-fire guns. The following table shows that the Engineer and Ordnance de- partments have worked in harmony, the number 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- provided ments -provided. provi 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 35 12-inch disappearing carriages, L. F., model 1896 ........ ....................... 27 27 12-inch gun-lift carriages, altered to nondisappearing ...-... ......-.............. 2 2 12-inch gun-lift carriages, model 1891.......... . ........................ ........ c2 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 f 35 10-inch nondisalipearing carriages, model 1893............................... g 10 9 8-inch disappearing carriages, L. F., model 1896.................................... 38 41 8-inch disappearing carriages, L. F., model 1894............................... . h 26 i 28 8-inch nondisappearing carriages, model 1892.....-............................. 19 k9 15-inch smoothbore carriages altered for 8-inch rifles..................-...-.... 21 121 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................ -........-........ m 45 44 5-inch balanced-pillar mounts, model 1896 ...-........................-........ 32 32 5-inch pedestal mounts, model 1903.-----.............----------...............------------------............. 21 22 4.7-inch rapid-fire (Armstrong pattern), pedestal mounts............... ..... m 34 33 4.7-inch rapid-fire (Schneider pattern), pedestal mounts........-.............. - 1 n1 4-inch rapid-fire (Driggs-Schroeder), pedestal mounts........................... 4 4 3-inch balanced-pillar mounts ...................-..- . ......... o..-......--.-.. oa118 P 114 3-inch casemate mounts........... ...---..----...................... -.. 2 2 3-inch pedestal mounts, model 1902.- -....-................... ................... 60 60 3-inch pedestal mounts, model 1903-..... .............. ........ ................ m 79 78 a Two at Sandy Hook proving ground. b One in use at West Point; 4 in storage. c One has been altered for use at proving ground. d Armament dismounted. e One 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. f Armament (experimental carriage) removed from 1. a One at Sandy Hook proving ground. h One carriage is the original experimental one for this caliber of gun, and has been put out of service. i Armament removed from 3 for emplacement elsewhere; armament to be removed from 2 others. i One at West Point and 1 at Sandy Hook proving ground. k Five temporary; armament removed from 3. 1Temporary; armament removed from 20. mOne at Sandy Hook proving gromnd. n Temporary; armament removed. o Two at Sandy Hook proving ground; 4 at Watertown Arsenal. P Two without armament. Modernizing older emplacements.-The fortification appropriation act approved June 23, 1910, provided no funds for this purpose. With funds previously appropriated ammunition hoists are being manufactured and installed, such mechanical devices being considered necessary by the artillery to permit the utilization of the full possi- bilities of the rapid rate of fire possessed by modern ordnance. Much remains to be done to place the older batteries in satisfactory condition for most efficient operation, including powder hoists in gun emplacements, altering hoists to carry the modified projectile, widen- ing loading platforms, electric wiring of emplacements to place fire- control instruments on the gun carriages, and platform lighting. FORTIFICATIONS. 15 Detailed estimates have been prepared for the work of the above classes still required in the United States; the aggregate of these estimates is $1,166,100. An estimate of $500,000 for this work was prepared by the Chief of Engineers, but by direction of the Secretary of War this item was omitted from the estimates finally submitted for the consideration of Congress. Fire control at fortifcations.-The fortification appropriation act approved March 3, 1909, provided the sum of $247,055 for this pur- pose, to be distributed in the discretion of the Secretary of War among the Engineer and Ordnance departments and the Signal Corps. Of this amount the sum of $211,555 was assigned to the Engineer Department. Engineer work is now in progress with these funds, and the close - of the present working season will show substantial progress on the work intended to be accomplished therewith. The fortification appropriation act approved June 23, 1910, pro- vided the sum of $200,000 for this purpose. At the close of the fiscal year no portion of this appropriation had been assigned to the Engineer Department, but it is anticipated that provision will be made before the close of the present working season for the com- mencement of work under the new appropriation. An estimate of $1,293,915 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 the act of March 3, 1909, the sum of $100,000. With these funds electric plants have been procured and are being installed at posts where the requirements are most urgent. For continuing the installation of this equipment at the defenses where they are considered to be most needed an estimate of $534,718 was prepared by the Chief of Engineers, but by direction of the Sec- retary of War this item was reduced to $50,000 in the estimates finally submitted for the consideration of Congress. Sites for fortifications.-Duringthe year several small tracts of land have been acquired for the accommodation of certain defensive feultures. The question of the land required for defensive purposes at San Pedro was the subject of further consideration by the artillery, and it was determined that sufficient land could be acquired with the funds available for the accommodation of the projected defenses and of the garrison. Negotiations for the purchase of the land desired were immediately begun by the Engineer Department, and the acqui- sition of the land was completed subsequent to the close of the fiscal year. Searchlights.-After much experimental work and the practical test of use under regular service conditions, a satisfactory type of searchlight has been developed and a number, with generating sets therefor, have been completed and delivered during the fiscal year. The fortification appropriation act approved June 23, 1910, carried an appropriation of $50,000 for the purchase of additional lights and their installation, 16 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. To carry on the work of installation, in accordance with adopted plans, an estimate was prepared by the Chief of Engineers for the next fiscal year amounting to $516,000, but by direction of the Secre- tary of War this item was reduced to $50,000 in the estimates finally submitted for the consideration of Congress. Preservation and repair of fortifications.-The modern works of defense 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 appropri- ated the sum of $300,000, barely more than 1 per cent of the cost of construction. These extensive works contain much costly machinery and ordnance material and must be kept properly painted and repaired to be effective when needed. The $300,000 appropriated in the act of June 23, 1910, will scarcely be sufficient to keep the essential features of the fortifications in satisfactory condition for the fiscal year; nearly all of the appropriation has already been pledged for urgently necessary work. Much desirable and necessary work is now await- ing future appropriations. 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 retain- ing 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 pro- tection of the site of the defenses and the garrison post at Fort St. Philip------------------------------------------------- 139, 800 In 1907, 1908, and 1909 appropriations were made covering'the estimates for Charleston, Mobile, and Pensacola, and providing $100,000 for the levees at Fort St. Philip, but authority to initiate the proposed protective levees for the last named in their entirety was not given. A portion of this reservation is therefore 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. To complete the protection of the Fort St. Philip reservation, an estimate of $40,000 was prepared by the Chief of Engineers; this item was, however, by direction of the Secretary of War, omitted from the estimates finally submitted for the consideration of Con- gress. The work at Charleston was completed during the fiscal year. FORTIFICATIONS. 17 At Pensacola and Mobile the work is progressing satisfactorily, and it is believed will be completed within the estimates. Sea wall, Fort Screven.--In accordance with instructions from the Secretary of War, an estimate was prepared by the Chief of En- gineers for submission to Congress to permit the construction by the Engineer Department of a sea wall for the protection of the military reservation at Fort Screven, Ga., the amount of the estimate being $600,000. Under subsequent instructions from the Secretary of War this item was omitted from the estimates to be submitted for the consideration of Congress. 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 delay as possible. This system has proved eminently satisfactory to the garrisons. The amount appropriated for this purpose in the act approved June 23, 1910, was $45,000. As the earlier electric plants become worn with use, and as addi- tional plants and electrical apparatus are installed from time to time, the demands upon the funds for the purchase of these supplies increase, and while great economy was exercised during the past year in the use of the $40,000 appropriated by the act of March 3, 1909, for general purchases, considerable difficulty was experienced in pro- viding sufficient funds to all districts for the purchase 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, especially in view of the numerous installations being provided for battery light- ing and power and for searchlight service. Reserve lights.-A satisfactory form of reserve electric lantern has been produced as the result of exhaustive tests. To supply these lan- terns in sufficient quantities to all batteries now in service an estimate of $19,500 was originally submitted. Of this amount the sum of $10,000 was appropriated in the act of March 3, 1909; under this appropriation lights have been purchased and issued to the fortifica- tions so far as the funds available would permit. No funds for this purpose were provided in the last appropriation act, and an estimate of $9,500, the unappropriated balance of the original estimate, was prepared by the Chief of Engineers; this item was, however, by direction of the Secretary of War, omitted from the estimates finally submitted for the consideration of Congress. Sea walls and embankments.-Based upon detailed estimates pre- pared by district engineer officers, an estimate of $142,525 was pre- pared by the Chief of Engineers for the construction of sea walls and embankments at a number of localities on the Atlantic, Gulf, and Pacific coasts, where needed to protect the defenses, but by di- 56932-ENG 1910----2 18 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rection of the Secretary of War this item was reduced to $50,000 in the estimates finally submitted for the consideration of Congress. The very large number of seacoast reservations renders necessary a considerable expenditure of funds to prevent the washing away of valuable land by the ordinary action of the waves, and to repair damages done by occasional violent storms. No funds were appropriated for this purpose in the fortification appropriation act approved June 23, 1910. Sea walls, defenses of Galveston, Tex.-The defensive works at Galveston are 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 con- tained 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 beenri made secure against any similar storms which are likely to occur in the future. For building a sea wall and filling up the reservation at Fort Crockett 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. The retaining wall in the rear of the reservation has been undermined by washouts, permitting portions of the fill to escape. Experience in- dicates that the most economical course will be to extend the slope of the fill at the adopted grade of 2 per cent until it intersects the natural surface of the ground. For this purpose an estimate of $80,000 was prepared by the Chief of Engineers, but this item has been omitted, by direction of the Secretary of War, from the esti- mates submitted for the consideration of Congress. For similar work at Fort Travis the sum of $440,000 was provided in the fortification appropriation act approved March 3, 1909. The work under this appropriation is in active progress. Similar protection is required at Fort San Jacinto if this fort is to be garrisoned. There are, however, certain claims to portions of this reservation adverse to the title of the United States. Until all clouds upon the title of the United States are removed no money should be expended on this reservation. Preservationand repair of torpedo structures.-A large number of new torpedo-defense structures have been completed, and a number, in addition, are approaching completion. The appropriations made to date for building torpedo structures aggregate $2,403,000. Situated as they are at exposed locations on the Atlantic, Gulf, and Pacific coasts, the requirements for the maintenance of these structures are considerable. The appropriation act of June 23, 1910, contained an item of $20,000 for this purpose. This sum is being applied to such minor repairs as are found from time to time to be most urgently necessary. In view of the very large number of these structures and the necessity of frequent repainting and minor repairs to prevent marked deterioration in the buildings, an esti- mate of $50,000 for this purpose was prepared by the Chief of Engi- neers, but by direction of the Secretary of War, this item was reduced to $30,000 in the estimates finally submitted for the consideration of Congress. FORTIFICATIONS. 19 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 recom- mended 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 considered advisable to build the torpedo structures immediately), an estimate of $189,964 for this work was prepared by the Chief of Engineers in accordance with the recommendation of the Chief of Coast Artillery, but by direction of the Secretary of War this item was reduced to $50,000 in the estimates finally submitted for the consideration of Congress. No funds were provided for this purpose in the last fortification appropriation act. Practically all work of this character for which funds are available has been completed. 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 six suc- ceeding years, the aggregate amount appropriated to date being $5,851,200 (including $250,000, the expenditure of which has been assigned to the Chief of Ordnance). With these appropriations bat- teries have been constructed at Guantanamo Bay, Cuba, and con- struction work is now in progress at Honolulu and Pearl Harbor, Hawaii, and Manila and Subic Bays, 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. Estimates for this work, amounting to $262,200 for the Hawaiian Islands, and $1,169,000 for the Philippine Islands, have been pre- pared. These estimates provide for the completion of the adopted project for Honolulu and Pearl Harbor, and, so far as can be de- termined at present, for the completion of the project in the Philip- pines. By direction of the Secretary of War the item for the Hawaiian Islands was reduced from $262,200 to $150,000 in the esti- mates as finally prepared for the consideration of Congress. Electrical installations, insular possessions.-The National Coast Defense Board estimated that $788,713 would be required to furnish the necessary electrical equipment for the defenses of the insular pos- sessions, in addition to the current required for searchlights. Toward the installation of this equipment the sum of $283,292 has thus far been provided by Congress, $34,469 for the Hawaiian Islands, and $248,823 for the Philippine Islands; of the latter amount $45,000 were carried in the act approved June 23, 1910. With the funds available electrical equipment is now being procured and installed. For the continuation of this work in the Philippine Islands in accord- ance with the plans of the National Coast Defense Board, an esti- mate of $171,962 is submitted. Fire control in insular possessions.-The fortification act of June 23, 1910, provided $200,000 for this purpose, which sum is available for the work of the Engineer and Ordnance departments and the 20 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Signal Corps. Actual work under this appropriation had not been begun by the Engineer Department at the close of the fiscal year. An estimate for the continuation of this work has been prepared by the Chlief of Coast Artillery, amounting to $200,000. Searchlights, insular possessions.--For this purpose the sum of $139,000 was appropriated in the act of June 23, 1910, for the Philip- pine Islands. These funds are being applied to the purpose for which appropriated. To complete the searchlight projects for the batteries thus far authorized in the Hawaiian Islands the Chief of Engineers has prepared an estimate of $40,100. Submarine mines, insular possessions.-Work in the insular posses- sions for which funds are available is rapidly approaching comple- tion. For the construction of additional defenses of this character required in the Philippine Islands an estimate of $259,850 has been 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 fortification act of May 27, 1908, and the additional sum of $12,000 by the act of March 3, 1909. The acquisition by condemnation of the land required was completed during the fiscal year. The acquisition of additional land in the Hawaiian Islands with the unexpended balance of the funds provided therefor in the fortifi- cation appropriation act of June 25, 1906, is in progress. Preservation and repair of fortifications, insular possessions.-A number of the batteries authorized by Congress for the insular pos- sessions have been completed and are being operated by the troops. Minor repairs, painting, etc., are from time to time necessary and have heretofore been met from balances of funds appropriated for construction purposes. The approaching completion of work at cer- tain localities and the exhaustion of construction funds render pro- vision for such work necessary in the future. The Chief of Engineers has accordingly prepared estimates of $1,500 and $14,000 for this pur- pose for the defensive works in the Hawaiian Islands and the Philip- pine Islands, respectively. The $7,000 appropriated for this purpose in the Philippine Islands by the act of June 23, 1910, will be applied, so far as the funds are available, to the most necessary work required during the fiscal year. Preservationand repairof torpedo-defense structures in the insular possessions.-In order to provide for the maintenance in proper con- dition of the numerous structures already erected in connection with torpedo defense, estimates of $500 and $1,000, respectively, have been prepared for the Hawaiian Islands and the Philippine Islands. With the $1,000 provided for this purpose in the act of June 23, 1910, it will be possible to care for the existing structures in the Philippine Islands. Supplies for seacoast defenses, insular possessions.--Under appro- priations heretofore made by Congress a number of electric plants have been installed in the defensive works in the Hawaiian and Philippine Islands, and in order that the necessary supplies and materials may be furnished for their operation and maintenance, as for similar plants in this country, estimates of $1,000 and $5,000, respectively, have been prepared. For work of this character in the Philippine Islands, $2,500 were provided by the act of June 23, 1910, with which the supplies most urgently required will be procured. FORTIFICATIONS. 21 The following money statements show the condition on June 30, 1910, 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, 1909, balance unallotted_ $8, 919. 16 June 30, 1910, net allotments during fiscal year ___ 36. 32 July 1, 1910, balance unallotted---------------------------- 8, 882. 84 July 1, 1910, amount pledged-------------------- -- 8, 882. 84 For modernizing older emplacements. July 1, 1909, balance unallotted ------------------------------ $72, 330. 00 June 30, 1910, net allotments during fiscal year----------------___ 72, 330. 00 " FIRE CONTROL AT FORTIFICATIONS." July 1, 1909, balance unallotted -------------------------------- $25. 96 July 8, 1909, assigned to Chief of Engineers from the act of March 3, 1909 - 20, 000. 00 October 27, 1909, assigned to Chief of Engineers from the act of March 3, 1909- 15, 000. 00 January 6, 1910, assigned to Chief of Engineers from the act of March 3, 1909------------- -------------------------------- 156, 555. 00 191, 580. 96 June 30, 1910, net allotments during the fiscal year------------- 187, 001. 90 July 1, 1910, balance unallotted----------------------------- 4, 579. 06 July 1,, 1910, amount pledged 1, 046. 55 July 1, 1910, balance available for miscellaneous work .-..... 3, 532. 51 " ELECTRICAL INSTALLATIONS AT SEACOAST FORTIFICATIONS." July 1, 1909, balance unallotted -__ $38, 513. 89 June 30, 1910, net allotments during the fiscal year________ 37, 760. 74 July 1, 1910, balance unallotted and available___ 179.45 " SEARCHLIGHTS FOR HARBOR DEFENSES." July 1, 1909, balance unallotted_____________________________ $261, 985. 16 June 23, 1910, appropriated__________-________________ 50, 000. 00 311, 985. 16 ,June 30, 1910, net allotments during the fiscal year__ 209, 182. I11 July 1, 1910, balance unallotted _____________________________ 102, 803. 05 July 1, 1910, amount pledged __________________ 102, 803.05 "SITES FOR FORTIFICATIONS AND SEACOAST DEFENSES." July 1, 1909, balance unallotted______ ____________________ $374, 251. 10 June 30, 1910, net allotments during the fiscal year__ 265, 337. 77 July 1, 1910, balance unallotted ________________ 108, 913. 33 July 1, 1910, amount pledged_--_______-___-__ 32, 511. 50 July 1, 1910, amount available_ - 76,401. 83 -______________________ 22 REPORT OF THE CHIEF OF ENGINEERS, lT. S. ARMY. " PRESERVATION AND REPAIR OF FORTIFICATIONS." July 1, 1909, balance unallotted ----------------------------- $2, 096. 79 June 23, 1910, appropriated----------------------------------- 300, 000. 00 302, 096. 79 June 30, 1910, net allotments during the fiscal year----------- 2, 096. 79 July 1, 1910, balance unallotted ------------------------------- 300, 000. 00 July 1, 1910, amount pledged --------------------------------- 300, 000. 00 "PLANS FOR FORTIFICATIONS." June 23, 1910, appropriated_____________________ $5,000. 00 July 1, 1910, amount pledged _________________________ _ 5, 000. 00 " SUPPLIES FOR SEACOAST DEFENSES." July 1, 1909, balance unallotted and available_________________ $237. 70 June 23, 1910, appropriated____--__ 45, 000. 00 45, 237. 70 June 30, 1910, net allotments during the fiscal year___________ '2,642. 90 July 1, 1910, balance unallotted -------------------------------- 42, 594. 80 July 1, 1910, amount pledged________________________________ 40, 107. 00 July 1, 1910, amount available______________________________ 2, 487. 80 " SEA WALLS AND EMBANKMENTS." July 1, 1909, balance unallotted_________________ $13, 489. 89 June 30, 1910, net allotments during the fiscal year___________ 6, 313. 38 July 1, 1910, balance available for emergencies ________________ 7, 126. 51 " PRESERVATION AND REPAIR OF TORPEDO STRUCTURES." July 1, 1909, balance unallotted______________________________ $1, 890. 15 June 23, 1910, appropriated ________ ___________________ 20, 000. 00 21, 890. 15 June 30, 1910, net allotments during the fiscal year _________.. . 1, 890. 15 July 1, 1910, balance unallotted 20, 000. 00 July 1, 1910, amount pledged---------------------------------- 16, 265. 00 --- July 1, 1910, balance available______________________________ 3, 735. 00 " CASEMATES, GALLERIES, ETC., FOR SUBMARINE MINES." July 1, 1909, balance unallotted_____________________________ $26, 637. 94 June 30, 1910, net allotments during the fiscal year_----------- - 23, 710. 99 July 1, 1910, balance unallotted____________________________ 2, 926. 95 July 1, 1910, amount pledged_______________________________ 1, 430. 00 July 1, 1910, amount available--------------------_ 1, 496. 95 " FORTIFICATIONS IN INSULAR POSSESSIONS." For construction of seacoast batteries. July 1, 1909, balance unallotted____________________________ $830, 313. 72 June 23, 1910, appropriated (for Philippine Islands) 800, 000. 00 1, 630, 313. 72 June 30, 1910, net allotments during the fiscal year-_________ 565, 182. 85 July 1, 1910, balance unallotted_____________________________ 1, 065, 130. 87 July 1, 1910, amount pledged__ __ ______________________ 1, 065, 130. 87 FORTIFICATIONS. 23 For electrical installations. July 1, 1909, balance unallotted-____________----------- ______ $50, 644. 72 June 23, 1910, appropriated ____ ____________________ 45, 000. 00 June 30, 1910, refundments during the fiscal year ____________ - 125. 88 ---------- July 1, 1910, balance unallotted---__-- ___ _-- 95, 770.60 July 1, 1910, amount pledged_______________ ____________-- - - 95, 770. 60 For searchlights. July 1, 1909, balance unallotted ______________________--- ____ $281, 054.31 June 23, 1910, appropriated__ __________________ 139, 000.00 420, 054.31 June 30, 1910, net allotments during the fiscal year-------------- 129, 619.00 July 1, 1910, balance unallotted ------------------------------ 290, 435. 31 July 1, 1910, amount pledged___________-__________________ 290, 435.31 For casemates, galleries, etc., for submarine mines. July 1, 1909, balance unallotted-- $132, 410. 65 June 30, 1910, net allotments during the fiscal year__ 129, 119. 70 July 1, 1910, balance unallotted_ 3, 290. 95 July 1, 1910, amount pledged_ 3, 290. 95 For sites, Hawaiian Islands. July 1, 1909, balance unallotted_ $3. 74 June 30, 1910, refundments during the fiscal year_ 11, 564. 01 July 1, 1910, balance unallotted ____________________________-11, 567. 75 July 1, 1910, amount pledged---------------------------------- 11, 567. 75 For sites, Philippine Islands. July 1, 1909, balance unallotted , $3, 000. 00 June 30, 1910, net allotments during the fiscal year ___ 50. 00 July 1, 1910, balance available_ 2, 950.00 For electrical and other supplies. June 23, 1910, appropriated_ _______________ $2, 500.00 July 1, 1910, amount pledged_ 1,033.00 July 1, 1910, balance available_ 1,467.00 For maintenance of fortifications. June 23, 1910, appropriated______ $7, 000. 00 July 1, 1910, amount pledged________________________________ 2, 093.00 July 1, 1910, balance available_ 4, 907.00 For maintenance of torpedo structures. June 23, 1910, appropriated______ $1, 000. 00 July 1, 1910, amount pledged__ 513.00 July 1, 1910, balance available_ 487.00 " FIRE CONTROL IN INSULAR POSSESSIONS." July 1, 1910, balance unallotted_______ $500.00 February 10, 1910, assigned from act of March 3, 1909__________ 15,427. 00 15, 927.00 June 30, 1910, net allotments during the fiscal year__ ________-1, 765. 87 July 1, 1910, balance unallotted _____________________________ 14, 161.13 July 1, 1910, amount pledged ____________-________________ 14,161.13 24 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimates of appropriationsrequired for 1911-12 for fortifications. Object.As originally prepared by As finally submitted by bject. the Chief of Engineers. the Secretary of War. Gun and mortar batteries: Construction of gun and mortar batteries. .... $890,542.50 $0.00 Modernizing olderemplacements.............. 500, 000.00 0.00 $1,390,542.50 0.00 Electrical installations at seacoast fortifications... . 534,718.00 50,000. 00 Searchlights for harbor defenses .............. 516, 000. 00 50,000. 00 Preservation and repair of fortifications_.... .... 300, 000.00 300, 000. 00 Repair and protection of defenses of New Orleans, La... ............................... 40, 000. 00 0.00 Sea wall, Fort Screven, Ga.................. 600,000.00 0.00 Fort Crockett Reservation, Galveston, Tex........ 80,000.00 0.00 Plans for fortifications-....... ............ 5,000.00 5,000.00 Supplies for seacoast defenses................ .... 45, 000.00 45,000.00 For reserve lights..... 9,500.00 ....................... 0.00 54, 500. 00 Sea walls and embankments ................ 142,525. 00 50, 000.00 Concealment of seacoast defenses ............. 5, 000. 00 5, 000.00 Preservation and repair of torpedo structures..... 50. 000. 00 30, 000. 00 Casemates, galleries, etc., for submarine mines... i89,964. 00 50,000.00 Fortifications in insular possessions: For seacoast batteries- Hawaiian Islands . .................... 262, 200.00 150,000. 00 Philippine Islands .............. 1,169, 000.00 1,169, 000. 00 For electrical installations, Philippine Islands.. 171,962.00 171,962.00 For searchlights, Hawaiian Islands. -.......... 40,100.00 40,100.00 For torpedo structures, Philippine Islands.... 259,850.00 259, 850.00 For maintenance of fortifications at the fol- lowing localities- Hawaiian Islands......................... 1,500.00 1,500.00 Philippine Islands........ ... ......... 14,000.00 14, 000.00 For maintenance of torpedo structures at the following localities- Hawaiian Islands-........................ 500.00 500.00 Philippine Islands.... . ........... 1,000.00 1,000.00 For electrical and other supplies at the follow- ing localities- Hawaiian Islands ....... .......... 1,000.00 1,000.00 Philippine Islands.. ... .. .. ........ 5, 000. 00 5, 000.00 For land defense, Philippine Islands......_ 180, 000.00 180,000.00 2,106,112.00 1, 993, 912. 00 Total................. ................ 6,014,361.50 2,578,912.00 ENGINEER DEPOTS AT WASHINGTON BARRACKS, DISTRICT OF COLUMBIA, FORT LEAVENWORTH, KANSAS, VANCOUVER BARRACKS, WASHINGTON, AND MANILA, PHILIPPINE ISLANDS. Officers in charge: Depot at Washington Barracks, Lieut. Col. Wil- liam C. Langfitt, Corps of Engineers, until May 19, 1910, and Maj. William J. Barden, Corps of Engineers, since that date; depot at Fort Leavenworth, Maj. Clement A. F. Flagler, to December 17, 1909, temporarily in charge of Lieut. Col. Joseph E. Kuhn, Corps of En- gineers, from December 17, 1909, to April 17, 1910, and Maj. Clement A. F. Flagler since that date; depot at Vancouver Barracks, Capt. Elliott J. Dent, Corps of Engineers, and depot at Manila, Maj. Ed- win R. Stuart. ENGINEER DEPOT, WASHINGTON BARRACKS. This depot is the repository for part of the military bridge equi- page of the army; for miscellaneous military engineering tools, appa- ratus, supplies, and materials of all kinds, and for astronomical, sur- veying, drafting, and reconnaissance instruments and supplies used by the army and by officers of the Corps of Engineers on public ENGINEER DEPOTS. 25 works, both military and civil. It purchases and issues military en- gineering tools and supplies 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, reissuing them when required, and, so far as limited appropriations will permit, making purchases of such items as can not be supplied from store. The work of the depot has continued heavy during the year, the number of shipments being greater than last year, though the total weight was somewhat less. The building formerly used for the various shops pertaining to the depot and for other purposes connected with the Engineer School, lo- cated on grounds now occupied by the War College, was demolished by War Department orders, and as the shops are a most essential part of the depot a new building to contain them should be provided for as soon as practicable. An estimate for supplying this need was submitted in connection with the estimates for buildings at the En- gineer School, but by direction of the Secretary of War this item was omitted from the estimates finally submitted for the consideration of Congress. Toward the close of the fiscal year the Quartermaster- General made provision for the construction of one ponton shed 162 by 36 feet, which will protect a portion of the ponton material heretofore stored in the open air. An additional shed is, however, necessary for this purpose. A larger number of instruments were turned into the depot during the year than formerly and a larger number of new ones purchased. The cost of having instruments repaired on the outside and the in- creased appropriation available for the depot having shown that such a course would be a matter of economy, a repair shop has been put in operation during the past year under the charge of an experienced instrument maker. The shop was fitted up in the two rooms at the south end of the depot storehouse, the necessary machinery purchased and installed, and actual repair work begun on September 1. The equipment includes a special speed lathe, a drill press and tool grinder operated by an electric motor, a universal level trier, an ap- paratus for testing aneroid barometers, a dividing machine, and necessary apparatus for properly adjusting stadia wires, together with minor accessories and materials required for such a shop. The operation of the repair shop has been very satisfactory, and all ordi- nary repairs, except to watches and chronometers, can be made therein. ENGINEER DEPOT, FORT LEAVENWORTH. This depot is the repository for part of the military bridge equi- page of the army, as well as other tools, stores, and miscellaneous sup- plies. The general work of the office and storehouse consisted of the care of property on hand, the purchase of supplies, occasional ship- ments to troops, and repair of instruments issued to the battalion of engineers there stationed, and the keeping of the depot accounts and records. The new shop was fitted out complete in November and is now prepared to construct economically all ponton equipment, except chess and ponton wagons. One wagon for transporting the tools for a company of engineers was built in April and May. 26 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A small start in trades schools for enlisted men of the engineer battalion stationed at the depot was made at the end of the fiscal year, and classes of two or three in lithography, photography, and draft- ing were held, with very satisfactory results. It is proposed to con- tinue these schools and add additional classes during the next fiscal year. All property carried on the depot return is in good condition and fit for field service, excepting 27 canvas ponton covers, 13 chess wagons, and 33 ponton wagons. It is proposed to replace at least a portion of these unserviceable articles with new equipment during the coming year. A spur from the post terminal railroad system was laid through the engineer park and into the depot storehouse, which will enable shipments to be made easily and rapidly. ENGINEER DEPOT, VANCOUVER BARRACKS. This depot is the repository for a ponton train, consisting of one reserve and one advance division, practically completed and of some parts kept there with a view to ultimately increasing the number of divisions to three reserve and two advance equipage. During the year the work of overhauling the equipage was com- pleted, and a few additional items of equipage were manufactured from material on hand or purchased from funds allotted for the purpose. ENGINEER DEPOT, MANILA, P. I. This depot is the repository of two divisions of the advance guard ponton equipage, and for miscellaneous tools, property, and supplies required for issue and for reserve equipment in the Philippines Division. The depot also makes all ordinary repairs to instruments used in the military surveys in the Philippines Division. During the fiscal year the following has been done: A new storehouse, 100 by 25 feet, has been made by the inclosure of the space between existing storehouses Nos. 8 and 10. Practically all the material formerly stored in the open or semiopen sheds at the depot and at the land transportation corral is now stored under cover in the new house. The ponton material is disassembled and stored wholly indoors. Considerable repair and new work in carpentry and blacksmithing was executed at the depot, particularly with reference to supply and maintenance of material for the survey of Luzon, together with a great deal of repair work on instruments. The only instrument re- pairer in the Philippine Islands is employed at this depot; and all damages not involving capital operations are repaired there. The money saving is considerable, but the saving in time over the ship- ping of such instruments to the United States is greater still. All equipment on hand was overhauled during the year and put in good condition for issue. Stored material not subject to frequent use or overhauling in this climate has many enemies. With the material in its present sound condition, a detail of about 10 men will be needed constantly to over- haul and inspect it. The cost of this detail is a reasonable premium to pay for the guaranty that these war stores when needed suddenly will be serviceable. ENGINEER EQUIPMENT OF TROOPS. 27 The details of operations of the depots will be found in the reports of the officers in charge. ENGINEER DEPOTS, 1910. Incidentals. Amount appropriated in the army appropriation act of March 3, 1909 ------------------------------- $20, 000. 00 June 30, 1910, amount expended during fiscal year-----------------17, 348. 19 July 1, 1910, balance unexpended-------------------------------- 2, 651. 81 July 1, 1910, outstanding liabilities-------------------------__ 2, 458. 92 Balance to revert to Treasury------------------------------ 192. 89 Instruments. Amount appropriated in the army appropriation act of March 3, 1909 -------------------------------- $10, 000. 00 June 30, 1910, amount expended during fiscal year ---------------- 8, 725. 67 July 1, 1910, balance unexpended _- 1, 274. 33 Outstanding liabilities------------ - 1, 273. 15 Balance to revert to Treasury------------------------------ 1.18 ESTIMATES OF APPROPRIATIONS REQUIRED FOR THE ENGINEE] DEPOTS FOR 1911-12. 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, lithograph- ers, photographers, engine drivers, telegraph operators, teamsters, wheelwrights, masons, machinists, painters, overseers, laborers; for lumber and materials and for labor for packing and crating engineer supplies; for repairs of and for materials to repair, pub- lic buildings and machinery, 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, 4, and 5.) ENGINEER EQUIPMENT OF TROOPS. By act of Congress approved March 3, 1909, $90,000 was appropri- ated for the procurement of ponton material, tools, instruments, and supplies required for use in the engineer equipment of troops in the field, and $381.79 was received during the year by collections on account of lost property, making the total amount available $90,381.79. Of this sum, $82,665.88 was allotted for disbursement at Washington Barracks; $2,925 at Fort Leavenworth; $500 at headquarters, Philip- pines Division; $300 at Vancouver Barracks; $3,465 at Seattle, Wash.; $450 at Honolulu, Hawaii; and $16 at the Office of the Chief of Engi- neers. The sum of $59.91 was unallotted and reverted to the Treasury. With these funds engineering supplies were obtained for the various military divisions and departments in the United States and insular possessions and engineer troops. 28 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. At Washington Barracks, issues and receipts, repairs and exchanges, under the provisions of existing orders, have been numerous during the year, and all requisitions except for the watch compasses covered by General Orders 145, War Department, 1909, have been filled. A contract has been entered into for 4,000 of these to be furnished in the early part of August, 1910. The ponton and bridge equipage on hand was cared for as well as practicable in the absence of proper facilities for storage. Some minor parts have been obtained by purchase or construction and two divisions of each of the advance guard and reserve train equipage are practically complete except for 12 chess wagons and 1 battery and forge wagon. Contracts entered into in the previous fiscal year for 50 ponton wagons and 3 tool wagons were completed. A contract was entered into with the Studebaker Brothers Manu- facturing Company, of South Bend, Ind., for 44 chess wagons, 20 ponton wagons, and 4 tool wagons. White-pine lumber sufficient to construct 120 long balk, 200 short balk, 40 trestle balk, 420 long chess, 340 short chess, 6 abutment sills, 4 saddle transoms, 2 saddle sills, 4 sets of trestles, 8 canvas ponton boats, and 8 reserve wooden ponton boats has been purchased from the Menominee Indian Mills, at Neopit, Wis., and were received at the mills just prior to the close of the fiscal year, at a cost of $5,114.28. The steel ponton boats previously tested at West Point were shipped to Fort Leavenworth, Kans., for further tests. One hundred sketching boards, of a new type devised by Capt. Clarence O. Sherrill, Corps of Engineers, were purchased and dis- tributed for test to each company of engineers and each regimental headquarters of infantry and cavalry. A special 2-wheel trailer, carrying a 30-inch projector of the latest type, was purchased for use with the automobile searchlight outfit, and a portable telescoping tower, purchased from C. D. Magirus, Ulm, Germany, on which a 24-inch projector, previously mounted on the auto truck, was mounted. Acetylene searchlights of the Lieb type, made by L. Horwitz, Berlin, Germany, and of the Kamm type, made by Leo Kamm, Lon- don, England, were purchased for trial, and the former was sent with troops to Gettysburg for test. An auto survey car was purchased from the White Company for trial and was utilized in the preparatory surveys of the Gettysburg maneuver camp. A portable field pile driver, to be transported on two ponton wagons, and to be operated electrically, was designed by First Lieut. W. H. Rose, Corps of Engineers, and purchased from the Lidgerwood Com- pany. It was received about June 20, and preliminary tests were made. For map reproduction a zincographic press and equipment, designed for field work by Second Lieut. J. A. Holabird, Corps of Engineers, was purchased. At Fort Leavenworth 1 modified Rees tool wagon, 2 mauls, 5 paddles, 4 pickets, 1 ponton pump, and 1 canvas boat frame with metal mortises and tenons were constructed and were shipped to the engineer depot at Washington Barracks for test by the Board on Engineer Equipment. Frames for one complete division of advance- guard equipage, as designed by First Lieut. R. P. Howell, jr., Corps ENGINEER EQUIPMENT OF TROOPS. 29 of Engineers, were built and are now under test. A number of pickets, rack sticks, and similar minor articles were made. White- pine lumber was purchased and frames for 1 advance-guard division was made therefrom, and sufficient lumber remained to construct 2 additional advance-guard divisions and 3 complete reserve divisions. At Vancouver Barracks, Wash., tools and supplies were purchased for the ponton equipage stored there and for the engineer company at that post. At Manila, P. I., the bridge equipage has been increased by the shipment of 16 canvas ponton side frames and 2 trestles with boat accessories. This material completes in the Philippines Division 2 divisions of advance-guard equipage, lacking 12 bridge wagons. These 12 wagons will be supplied from those to be delivered by the Studebaker Brothers Manufacturing Company under their contract. All the ponton material on hand last year was scraped, painted, and thoroughly examined. It was tried out twice during the year-in December at the division staff ride and in February at the division maneuvers. The additional material sent out from the United States arrived just in time to participate in the maneuvers. The maneuver test was a hard one and the bridge material performed its functions well. The 2 divisions of equipage on hand are in sound condition. The 160 single sets of bridge harness were unboxed and the leather oiled, cleaned with soap, and then reboxed. The rawhide thongs were generally dry rotted, but the leather was in a very satisfactory condi- tion. All thongs have been replaced. In the division staff ride 10 sets of this jerk-line harness were used satisfactorily. In the maneu- vers the bridge harness was not used, because the quartermaster mules and drivers were not accustomed to the jerk line. All pioneer tools, axes, picks, shovels, and spades were overhauled. The metal was wire brushed and painted with black paint. The helves were treated with carbolineum, either by painting or by sprin- kling, to guard against the white ants. One hundred and thirty de- fective tools were culled out and condemned. All pioneer tools now in the depot are sound. Some of the handles had been treated previously with carbolineum, and no ants were found in wood so treated. Carbolineum appears to be a good preventive against the entrance of white ants, though it has failed to keep them permanently out of wood to which they have already had entrance. Equipment "A," which is an emergency "engineer equipment for an over-sea expedition of about 5,000 men, was overhauled and readjusted somewhat. All packages were re-marked with linen shipping tags, the tags themselves being secured to the boxes with zinc strips tacked around the margin of the tag. Ten carpenter sets of equipment "A" have been compacted into smaller boxes by cutting the chests down about one-third in size. The sets are now of a size which will allow of pack transportation. The list of tools was not curtailed in this reduction. When equipment "A" was first assembled, quartermaster stores were obtained in cases where necessary engineer material was not on hand. These quartermaster stores are mixed with engineer stores and have largely lost their identity. During the year some of this 30 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. borrowed material was replaced with engineer material, and requisi- tions have been submitted to obtain engineer supplies to cover re- maining quartermaster articles. In time of war the double set of papers necessary to account for this equipment, together with the loss of identity of specific articles, would cause confusion in checking and accounting. Five hundred and sixty reels of barbed wire have been stored here for about eight years. The reels were made of i-inch Oregon pine. These reels have weakened by dry rot so as to present difficulties in unwinding the wire. New strong reels have been built and the wire wound upon them; this task is now half completed. A new engineer tool wagon was built. The design is the same as that executed by Capt. Lytle Brown, Corps of Engineers, the plans and specifications of which were submitted to the Engineer Equip- ment Board in March, 1909. The wagon went through the division maneuvers and proved very satisfactory in strength, mobility, and adaptability. The wagon is a traveling locked tool box, which goes where any wheeled transportation of the army may go. It permits the rapid issue or receipt of any or 'all of its contents and facilitates checking. The purposes of this special type of transportation are: 1. To enable the Engineer Department to deliver its pioneer tools at the front of an army in campaign; 2. To obtain the maximum effect of these tools by the instant issue of any of them; 3. Through facility in checking to guard against losses of tools, which may be difficult or impossible to replace in campaign. All troops in the Philippines Division are supplied with their quota of engineer material, except that the issue of transits and levels is not yet completed. All the department headquarters and most of the large posts in the islands are now supplied with transits and levels. The army appropriation act of March 23, 1910, provides $90,000 for engineer equipment of troops for the fiscal year 1911. Expendi- tures from this fund will be made for the purchase of various recon- naissance instruments, drawing materials, photographic supplies, intrenching tools, etc.; purchase of ponton, chess, and tool wagons, bridge wagons and tools, and to purchase of material and manufac- ture of boats, balks, chess, and other articles pertaining to ponton equipage; to continue investigations looking to improvement of! ponton material, and making necessary repairs and renewals to intrenching tools; for experimental development of searchlight for field use, power plant for engineer trains, and new forms of equip- ment developed from time to time. At the rate permitted by past appropriations, the work of supply- ing the army with engineer equipment will take several years for completion. In certain lines of material, definite amounts and speci- fications 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. RIVER AND HARBOR IMPROVEMENTS. 31 ENGINEER EQUIPMENT OF TROOPS, 1910. Amount appropriated in the army appropriation act of March 3, 1909 ------------------------------------ $90, 000. 00 Collections on account of lost property--------- ------- 381. 79 Total available ----------------------------------------- _ $90, 381. 79 June 30, 1910, amount expended during fiscal year-----------------57, 809.43 July 1, 1910, balance unexpended--------------- ----------------- 32, 572. 36 July 1, 1910, outstanding liabilities-----------------------_ 32, 309. 85 Balance to revert to Treasury ----------------------------- 262. 51 (See Appendixes 2, 3, 4, and 5.) CIVILIAN ASSISTANTS TO ENGINEER OFFICERS. By act of Congress approved March 3, 1909, the sum of $40,000 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 1910. These funds have been applied to the purpose for which appropriated; the sum of $39,597.14 was expended during the fiscal year 1909, and a balance of $402.86 reverted to the Treasury. The army appropriation act approved March 23, 1910, likewise contained an item of $40,000 for this purpose for the fiscal year 1911. The nine chief engineer officers of military departments in the United States each require a number of civilian draftsmen, clerks, and other employees, and numerous employees of this character are required by the chief engineer officer of the Philippines Division. The funds provided have been sufficient for the most pressing needs of the vari- ous offices. Based upon estimates from each department and the Philippines Division, an estimate of $42,000 for this purpose was prepared by the Chief of Engineers. CONTINGENCIES, ENGINEER DEPARTMENT, PHILIP- PINE ISLANDS. In the prosecution of work of great importance in the Philippine Islands, in remote and inaccessible localities, the operations of the Engineer Department have been embarrassed by the lack of funds of wide applicability and limited restrictions as to expenditure. Owing to the circumstances under which the work must be per- formed, an appropriation of this character has been found essential to its satisfactory prosecution. The army appropriation act of March 23, 1910, contained an item of $5,000 for this purpose, and an estimate of the same amount is submitted for the fiscal year 1912. RIVER AND HARBOR IMPROVEMENTS. Appropriations.-The funds with which the works for the im- provement of rivers and harbors were prosecuted during the past fiscal year were derived from the appropriations made by the river and harbor acts approved March 2, 1907, March 3, 1909, and June 25, 32 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1910, the sundry civil acts approved March 4, 1907, May 27, 1908. March 4, 1909, and June 25, 1910, from such appropriations as have been provided 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. Total appropriations for rivers and harbors to June 30, 1909_ a $608, 793, 517. 78 Amount appropriated by river and harbor act approved June 25, 1910 _ b 41, 327, 238. 50 Amount appropriated by sundry civil act approved June 25, 1910 --------------------------------------------------- 8, 051, 428. 00 Amount appropriated by deficiency act approved June 25, 1910------------------------- - - - 600. 00 Permanent annual appropriations (including $3,000 for the Permanent International Commission of the Congresses of Navigation -------- __-- ------- ------- -- -- _ ------- 297, 600. 00 Indefinite appropriations (warrants issued) : Operating and care of canals, etc----- $1, 880, 416. 86 Removing sunken vessels, etc----------- 108, 148. 60 1, 988, 565. 46 660, 458, 949. 74 RELATED WORKS. Expenses of California Debris Commission (sun- dry civil act of June 25, 1910)- ____ _ $15, 000. 00 Prevention of deposits, New York Harbor (sun- dry civil act of June 25, 1910)--------------100, 260. 00 International Waterways Commission (sundry civil act of. June 25, 1910) ---------------- 20, 000. 00 Removal of ice gorges in Ohio River (public reservation January 19, 191.0) ---------------- 10, 000. 00 145, 260.00 660, 604, 209. 74 NOTE.-The river and harbor act of March 3, 1909, appropriated the sum of $9,435,750, which included the sum of $50,000 for the National Waterways Commission, which latter item was first credited to the War Department and later transferred to the Treasury Department. 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 a Including permanent annual appropriations. b Does not include an item of $1,875 appropriated for the services of Hon. John H. Bankhead on the International Waterways Commission. RIVER AND HARBOR IMPROVEMENTS. 33 of rivers and harbors during the fiscal year ending June 30, 1910, is as follows: Rivers and harbors (general, including examinations, surveys, and contingencies) ______________ _--------- $25, 034,454.77 Removing sunken vessels___________________-_____________ 49, 522. 41 Operating snag and dredge boats on upper Mississippi, Illinois, and Minnesota rivers-___ _________________________ 25, 000. 00 Removing obstructions in Mississippi, Atchafalaya, and Old ------------------------------------------------------ rivers___ 96, 782. 04 Gauging waters of the Mississippi River and its tributaries-. 8, 794. 87 Maintenance of South Pass channel, Mississippi River: Permanent annual appropriation_________-____________ 100, 848. 59 Special appropriation _ -__ 26, 791. 50 Examinations and surveys at South Pass, Mississippi River _ 11, 000. 00 Operating snag boats on Ohio River ______________________-- _ 34, 497. 89 Operating and care of canals, etc____________________________ 1, 889, 687. 31 Prevention of deposits in New York Harbor_ 80, 724. 29 Mississippi River Commission_ _______ ________________ 2, 292, 092. 39 California Debris Commission (expenses) ___________________ 12, 601. 48 Permanent International Commission of the Congresses of Navi- gation ----------------------------------------------------- 2, 639.44 International Waterways Commission_______________________ _ 20, 146. 04 29, 685, 583. 02 This amount does not include the following: Enlargement of Governors Island, New York Harbor 32, 086. 32 $______________ Removal of ice gorges in Ohio River__________________---_____-_ 2, 629. 98 Expenditures have also been made as follows, from funds con- tributed by States, municipalities, and private parties: Contributed by State of Massachusetts for improvement of Essex River, Mass ------------------------------------------------ $5, 000.00 Contributed by citizens of Dallas, Tex., for improvement of Trinity River, Tex ------------------------------------------ 12, 756. 90 Contributed by State of Rhode Island for improvement of Paw- tucket River, R. I____ _________ -- -___________________ 25, 405. 97 Contributed by State of Washington for improvement of Snake River, Wash ._____ __-_____- -____ 10, 835. 94 Contributed by railroad companies and private interests for imr- provement of Puyallup Waterway, Tacoma, Wash___ __________ 58, 986. 94 Contributed by Cape May Real Estate Company for improvement of Cold Spring Inlet, N. J___________________________________ 66, 421. 15 Contributed by city of Wilmington, Del., for improvement of Wil- mington Harbor, mingon Del ___500.00 Hrbor De-------------------------------------------50.0 Contributed by citizens of Hartsburg, Mo., for improvement of Mis- souri River ------------------------------------------------- 10, 000. 00 Contributed by Sioux City Stock Yards Company for improvement of Missouri River__________________________________ 1, 326. 62 Contributed by railroad companies for improvement of Missouri River at Elwood, Kans---------------------------------------- 29. 70 191, 263. 22 Estimates.-The following estimates are submitted by the Chief of Engineers for the fiscal year ending June 30, 1912: Under continuing contracts ------------------------ $7, 368, 077. 00 Rivers and harbors (general, including Mississippi River Com- mission, and examinations, surveys, and contingencies)_______ 22, 627, 361. 00 Under California Debris Commission (expenses) __ 15, 000. 00 Prevention of deposits in New York Harbor____________________ 85, 260. 00 "Does not include $8,735.60 expended for " Gauging waters of the Mississippi River and its tributaries," included in the item of $8,794.87. 56932 0 -ENG 1910 - 3 34 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. These estimates are intended to cover only the minimum require- ments for the prosecution and maintenance of the various improve- ments, such estimates having been made up from other estimates prepared on the same basis by the various district officers and care- fully revised by the division engineers; this being done in order to keep within the limited total estimate deemed advisable for the next fiscal year and on the supposition that river and harbor work will be provided for hereafter by annual appropriations. The total amount recommended for appropriation in the next river and harbor bill (excluding examinations, surveys, and contingencies) is $22,227,361, to be applied to 211 works. Of this amount about 10 per cent is to be applied to the restoration and maintenance of com- pleted work at 136 localities so as to secure the continuance of benefits resulting from past expenditures; practically 70 per cent to prosecut- ing work on the Ohio, Mississippi, Detroit, Hudson, Delaware, and Columbia rivers and at 11 important harbors; and the remaining 20 per cent to the prosecution and completion of 82 other works. Of these 82 works, 22 are recommended for completion by immediate cash appropriations, and 11 for completion by partial cash appro- priations, supplemented by continuing contract authorizations; 31 of the remaining 49 works are being prosecuted in whole or in part with government plant by hired labor and, with regular appropria- tions assured by annual river and harbor bills, provision in excess of the year's needs is not regarded as essential at present; the remain- ing 18 works for which provision for completion is not recommended are those at localities where, due to the character of the improvement, conditions to be fulfilled by local interests, or other special reasons, provision for completion is not regarded as essential at this time. In some cases where provision for completion is not recommended changed conditions, since the improvement was undertaken, may ren- der entire completion of the project unnecessary, although a partial completion is nevertheless required. Liberal appropriations are considered proper and desirable for snagging and other work necessary to make natural channels avail- able wherever water-borne commerce exists or is reasonably prospec- tive. It is believed that expenditures for such improvements are almost always useful and advantageous to the general public, espe- cially since the introduction and rapid development of small gaso- line motor boats for combined freight and passenger transportation. In many cases it is apparent that the failure to use a waterway is due not so much to lack of channel depth as to the presence of snags and other obstructions which can be removed, at comparatively small cost, thus making the natural channel depths fully available through- out the year. When the boat commerce develops or its requirements become greater the existing clear channel will be in its best condition for further more expansive improvements. Improvements adopted by Congress, and not provided for in the estimates, have been omitted either on account of sufficiency of funds now available, on account of lack of urgency or of relative import- ance, or on account of defective projects which were adopted many years ago and are in need of reexamination with a view to revision or abandonment. In the cases of 30 improvements recommendations will be found in the text of the report for contract authorizations to cover work to RIVER AND HARBOR IMPROVEMENTS. 35 be executed after June 30, 1912. In these cases the additional work on account of its character and to insure reasonable economy, should be included in contracts or otherwise provided for in connection with the work to be executed during the coming fiscal year. Under existing law reexaminations of existing projects are made by the Board of Engineers for Rivers and Harbors in compliance with resolutions by either the Committee on Commerce of the Senate or the Committee on Rivers and Harbors of the House of Represent- atives; but these reexaminations are subject to the limitation that no enlargement of the scope of the project can be considered, so that desirable extensions of projects can not be recommended. It is be- lieved that a similar provision of law authorizing the Chief of Engi- neers to cause a reexamination of projects, at least those not hereto- fore passed upon by the Board of Engineers for Rivers and Harbors, would be in the public interest. Projects reported under the provi- sions of section 7 of the river and harbor act of March 3, 1899, as unworthy of further improvement by the United States or considered by the Chief of Engineers as in need of revision could in this way be fully investigated, local interests could be heard, and formal report thereon made for the consideration of Congress. It would seem ad- visable in connection with any such reexamination to grant authority to consider and report upon any modifications in the nature of en- largements in scope of projects believed to be desirable, as such modi- fications are sometimes recommended by district officers or otherwise brought to the attention of the department. If desired by Congress for its consideration in providing for new works, reports could be submitted by the Board of Engineers for Rivers and Harbors and the Chief of Engineers upon the relative importance of the various improvements recommended as worthy of being undertaken by the United States, the order in which the works should be taken up, and the rapidity with which they should be com- pleted, upon methods of standardization by which the waterways of the country could be improved uniformly in proportion to their capacities and to the existing or probable demands of general com- merce, or even report upon a systematic scheme of such improvement embracing all waterways, whether heretofore examined and reported upon or not. 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 to December 4; 1909, Col. W. M. Black since December 4, 1909; Eastern Division, Col. D. W. Lockwood, to September 21, 1909, Col. Wm.T. Rossell since September 21, 1909; Southeast Division, Col. Dan C. Kingman; Gulf Division, Lieut. Col. Lansing H. Beach; Central Division, Col. Wm.T. Rossell to September 21, 1909, Lieut. Col. J. G. Warren since September 21, 1909; Lakes Division, Col. W. L. Fisk; Western Division, Col. (now brigadier-general and Chief of Engineers, U. S. Army) Wm.H. Bixby. West of the Rocky Mountains: Pacific Division, Lieut. Col. John Biddle; Northern Pa- cific Division, Lieut. Col. John Biddle, temporarily in charge. Preliminaryexaminations and surveys.-The river and harbor act of June 25, 1910, provides for preliminary examinations and surveys of certain localities, and the duty of making the same has been as- 36 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. signed to boards of engineers and to officers of the Corps of Engineers in charge of the various engineering districts, reports concerning which will be duly submitted when received. Itemized statement of expenditures during the fiscal year ending June 30, 1910, under section 14 of the river and harbor act of March 3, 1909, submitted in compliance with the requirements of said law. Number, designation, and time employed. Rate per annum. Amount. One assistant engineer, July 1 to June 16.................................... $3,600.00 $3,460.00 One law officer, July 1 to June 16. .... ................. ...... ...... ..... 2,500.00 2,402.77 One ship draftsman, May 1 to June 16.. ................................... 2,400.00 306.67 One draftsman, July 1 to April 30. ..-. .................................. 1,800.00 1,500.00 One hull draftsman, June 1 to 16..................... . ............. ..... 1,600.00 71.11 One clerk, August 2 to 6......... ..................................... 1,800.00 25.00 One clerk, August 12 to June 16... ....................... ................ 1,800.00 1,525.00 One clerk, July 1 to June 16. ........ . .............................. 1,400.00 1,345.55 One clerk, August 2 to June 16..... ...-.................................. 1,200.00 1,050.00 One clerk, August 2 to June 16 ..... ................................. 1,000.00 875.00 One laborer, January 27 to June 16....................................... 660.00 256.66 Total..................... .......................................... 12,817.76 IMPROVEMENT OF RIVERS AND HARBORS IN THE PORTLAND, MAINE, 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, to December 4, 1909, and Col. W. M. Black, Corps of Engi- neers, since that date. 1. St. Croix River, Maine.-St. Croix River forms a part of the international boundary between the United States and Canada. Whatever may have been its original or natural condition, the pres- ent depth at mean low tide is little more than 3 feet at and near Calais, the head of navigation. The width of the 3-foot channel varies from 180 to 500 feet. Extensive lumbering operations, under wasteful methods carried on for many years, have resulted in large accumulations of sawmill waste, etc., which are in a great measure responsible for the present condition of the stream. No work of improvement has ever been done at this locality by the United States, except the construction of three piers in 1856 and their repair in 1881. The latter work cost $4,000. The river has been examined several times and surveyed, but because of the practice of throwing mill refuse into the stream, appropriations made by the United States were diverted, and one by the Canadian Government was not expended. One thousand dollars was expended on survey. The existing project, adopted by the river and harbor act of June 25, 1910, is to secure a channel 9 feet deep at mean low tide, 100 feet wide from the upper steamboat wharf at Calais to the public landing at St. Stephen, thence 150 feet wide to the lower steamboat wharf at Calais, and thence 12 feet deep and 200 feet wide to Hills Point, in accordance with report printed in House Document No. 748, Sixty-first Congress, second session. From Hills Point down- stream there is sufficient width and depth. The estimated cost of this work is $234,000. No work has yet been done under the new project, and there have been no expenditures. RIVER AND HARBOR 1VIPROVEMENTS. Only about 3 feet can be carried at mean low tide up to Calais. The mean range in tide is 19.9 feet. The proposed improvement extends over a distance of about 3 miles. The head of general navigation is at Calais, above which point logging is extensive on the river and its tributaries. It is about 14 miles from the mouth of the river to Calais. The water-borne commerce for 1909 is reported as about 200,000 short tons, largely lumber and coal, with an estimated total value of $2,680,000. Calais has the usual advantage of lower rail rates ex- tended to all water points. It is expected that any effect on freight rates which may result from the improvement will be chiefly on bulk freight. The act of 1910 provides that the Secretary of State shall negotiate with the Government of Great Britain with a view to its cooperation in said improvement, and that the work shall be prosecuted on such terms as shall be mutually agreed upon by the two Governments. Pending negotiations with Great Britain with a view to securing cooperation in connection with this work, no recommendation is made for further appropriation at this time. For reports on examinations and surveys see Annual Reports of the Chief of Engineers for 1867, page 503; 1887, page 477; 1890, page 4.63; 1897, page 805; and House Document No. 748, Sixty-first Con- gress, second session. Amount appropriated by river and harbor act approved June 25, ---------------------------------------------- 1910--___ $75, 000. 00 July 1, 1910, balance unexpended____________-__________ _ 75, 000. 00 Amount (estimated) required for completion of existing project___ a 159, 000. 00 (See Appendix A 1.) 2. 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. At and near low tide vessels were unable to navigate the passage and were obliged to take a route about 10 miles longer, through Canadian waters, to reach Lubec, Eastport, Calais, Pembroke, and other ports in Maine on the St. Croix and Pembroke rivers. A project was adopted in 1879 which, as subsequently modified, pro- vided for a channel 275 feet wide, increasing to 300 feet in the bends, and 12 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 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, 1910, 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. No work was done during the fiscal year 1910, and there were no expenditures. 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, a Exclusive of the balance unexpended July 1, 1910. 38 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. which is about 3 miles long, connects the roads above with the Atlan- tic Ocean, and is the convenient and direct approach to Lubec, East- port, and St. Croix River from the westward, It is an international passage, and the benefits from the improvement are almost entirely general. As the tidal currents are very strong and dense fogs fre- quent, the widening of the passage decreases the chances of stranding and collision. It is impracticable to make a definite statement covering the navi- gation using the channel, but the tonnage for the calendar year 1909 for the town of Lubec, at the head of the passage, is given as 58,200 short tons, having an estimated value of $1,450,000, the chief items be- ing canned goods (principally sardines), fish, tin, and coal, in the order named. The chief effect on freight rates probably arises through the competition afforded by a direct line of steamers to Portland and Boston, the railroads giving the public lower rates to points having water lines of transportation. For reports on examinations and surveys, see page 279, Annual Report of the Chief of Engineers for 1879, and page 616, report for 1891. While the work will probably be reasonably permanent, there is a possibility of deterioration of the channel by shoaling. It is intended to make an examination to determine conditions, but as the locality is remote and no complaints have been received, this matter has been deferred to await favorable opportunity. July 1, 1909, balance unexpended___________------------------- $11, 567. 02 July 1, 1910, balance unexpended______ __-_-----__----_ __ 11, 567.02 (See Appendix A 2.) 3. 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 act of August 11, 1888, made an appropriation for commenc- ing the work. The project was modified in 1893 as to length of breakwater, and now provides for a structure of riprap stone, ex- tending from Porcupine Island 2,500 feet in a westerly direction to a point about 600 feet from the low-water line on Mount Desert Island. The top of the breakwater is to be at the level of mean high tide, 20 feet wide, and the side slopes such as the rock assumes-- about 1 on 1. The estimate of cost was based on the expectation that 382,000 tons of stone would be required, and was placed at $420,200. The expenditures to June 30, 1910, amounted to $219,659.61. There was no work during the fiscal year 1910, the expenditures during the year, $100, being for office expenses. The breakwater has been built to full section for a length of about 1,859 feet, leaving about 641 feet yet to be constructed; the total quantity of stone deposited to the present time is 211,534 tons. 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 RIVER ANfD HARBOR IPROVEMENTS. necessary to raise the breakwater to a height of about 6 feet above mean high tide. The mean range in tides is 10.5 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 wharves at all times with safety. The only convenient method of transportation to and from Bar Harbor is by boat. The tonnage for the calendar year 1909 is reported as 68,889 short tons and the number of passengers as 107,521. The value of com- modities constituting the freight commerce is estimated at $2,105,428; the value of vessel property securing protection it is impracticable to estimate. The new appropriation asked for is to be applied in extending the breakwater, in accordance with the project. While the sum named ($30,000) is estimated as all that will actually be required for the next year's operations, the work can be prosecuted more economically and advantageously on a larger scale, and it is recommended that the appropriation of this amount in cash be supplemented by a contract authorization for the additional amount required to complete the project, namely, $145,200. For report on examination and survey see Annual Report of the Chief of Engineers for 1887, page 481. There has been no deterioration in the work. Some adjustment of slopes has occurred, but that was expected. July 1, 1909, balance unexpended- _______ _ $440. 39 Amount appropriated by river and harbor act approved June 25, 1910--------------------------- --------- 25, 000. 00 25, 440. 39 June 30, 1910, amount expended during fiscal year for works of im- provement------ ----------------------------- -100. 00 July 1, 1910, balance unexpended-------------------------------- 25, 340. 39 Amount (estimated) required for completion of existing project___ a 175, 200. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement-________________ a 30, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 3.) 4. 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. 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 ,theobstructing 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 a Exclusive of the balance unexpended July 1, 1910. 40 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, are $14,870.64, all for new work. There were no operations during the fiscal year 1910 and no expenditures. The work done under the existing proj ect has consisted in removing the entire area of Hatchers rock and about five-sixths of ledge " C " to the depth of 10 feet at mean low tide. About 70 per cent of the work covered by the project has been accomplished. To complete the project, about 255 cubic yards of ledge Ipeasured in place are yet to be removed. 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 improvement may be regarded as permanent. The mean range in tides is 10.5 feet. The commerce for the calendar year 1910 is given as 60,500 short tons, with an estimated value of $38,000. Practically all of this is granite. The improvement is reported as affecting freight rates, but definite figures in this respect are not available. As no appropriation has been made for this work since 1902, further improvement of the locality should be dependent on a reexamination showing such work to be advisable at this time. For reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1871, page 836; and page 619, report for 1891. There has been no deterioration in the work. Amount (estimated) required for completion of existing project- _- $20, 000 (See Appendix A 4.) 5. Union River, Maine.-Before improvement the channel was ob- structed by a large deposit of slabs, edgings, and sawdust near Ellsworth, which practically suspended navigation, except at high tide, by projecting ledges in the Narrows about three-fourths of a mile below the wharves at Ellsworth, 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 RIVER AND HARBOR IMPROVEMENTS. 41 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, and was estimated to cost $225,000. The act of June 3, 1896, appropriated $15,000 for improving the river, by dredging, and as $145,000 represented the estimated cost of the dredging operations under the project submitted in 1890, that sum was adopted as the estimated cost, and the project was taken to cover the dredging only. Serious movements of the mill waste in the river obliterated some of the work; some modifications were afterwards made; and in 1902, when funds were practically exhausted, the results secured were a channel depth of 6 feet at mean low tide up as far as the vicinity of Ellsworth and a channel 4 feet deep at mean low tide at the latter locality. Expenditures under this project were $142,601.36. In 1908 an examination indicated that there had been some shoaling at the mouth of the river, and to a greater degree near Ellsworth. In the other portion of the river the work had practically maintained. The erection of a new large dam at the head of navigation rendering it unlikely that any more material would come down from the deposits above, in April, 1909, an allotment of $15,950 was made from the appropriation for preservation and maintenance of river and harbor works provided by the river and harbor act of March 3, 1909, for the purpose of restoring the conditions of 1902. The expenditures under the latter allotment to June 30, 1910, have been $9,718.82, all for maintenance. Under a contract for dredging work was com- menced August 5, 1909, and has continued except when interrupted by cold weather. The operations during the fiscal year 1910, which cover all the work done under the existing allotment for mainte- nance, have consisted in dredging 18,575 cubic yards at the mouth, and 17,650 cubic yards at Ellsworth. The contract prices are 17 cents and 242 cents per cubic yard, respectively. It is expected that the work of dredging will be completed within the next thirty days, but a few large bowlders have been found which will need to be removed later. Funds on hand are expected to be sufficient for the latter work. The maximum depths are about 6 feet at mean low tide except at Ellsworth, where the depth is about 4 feet. The mean range in tide is 10 feet. 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 3t miles. The improvement covers both extremities and some intermediate sec- tions. The dam at Ellsworth has no lock, and navigation is stopped at that point. There is some logging on the river above, but it is no longer extensive. The commerce for the calendar year 1909 is reported as 9,630 short tons, chiefly lumber, cooperage, and coal, with an estimated value of $79,370. It is stated that the improvement has had no effect on freight rates; it is rather a matter of making the small commerce practicable. Ellsworth, however, does secure the lower rail rates usually made to water points. 42 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For reference to reports on examinations and surveys, see page 30, Annual Report for 1908. The work now being done is to remedy deterioration or shoaling of the channels by the movement of deposits of mill waste. While it is expected that the channels will be much more lasting than before the new, dam was built, it is not probable that they will indefinitely maintain their present depths. The funds on hand are sufficient for the existing project and no further appropriation is now asked for. July 1, 1909, balance unexpended------------------------------$18, 245. 45 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_----------------------------------------- 9, 615. 63 July 1, 1910, balance unexpended______________________________ 8, 629. 82 July 1, 1910, outstanding liabilities__ 1, 639. 64 July 1, 1910, balance available__---- 6, 990. 18 July 1, 1910, amount covered by uncompleted contracts-------------6, 180. 11 (See Appendix A 5.) 6. 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 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. 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, 1910, 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. There were no expenditures during the fiscal year 1910 and there was no work in progress. The mean range in tide is 9.8 feet. The total length of channel is about 4,000 feet. From the mouth of the river to the head of navigation, in Northern Bay, is about 9 miles. The tonnage for 1909 is given at 121,325 short tons, but this includes the business at Castine, at the mouth of the river. The commerce for that part of the Bagaduce covered by the project for improvement is put at 29,135 short tons, the chief items being brick and clay, lumber, and wood, with a total estimated value of about $468,000. RIVER AND HARBOR IMPROVEMENTS. 43 For reports on examinations and surveys, see Annual Reports of the Chief of Engineers for 1888, page 398; 1893, page 724; and 1898, page 842. It is not believed that there has been any serious deterioration. The improvement has been for some years regarded as of doubtful public value. The commerce is small, and it is questionable as to how much of the limited business would be benefited by the projected channel. As no appropriation has been made for this work since 1902, further improvement of the locality should be dependent on a reexamination showing such work to be advisable at this time. Amount (estimated) required for completion of existing project _--- $18, 875 (See Appendix A 6.) 7. 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 31 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 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 3- miles of river at and below Bangor. There was expended $198,300. In 1884 a project was adopted for widening the channel at Bangor and for certain improvements in the river below, near Crosbys Nar- rows. An addition was afterwards made providing for a 22-foot depth between Bucksport and Winterport. After a survey, ordered by the act of September 19, 1890, the project was modified and extended, so that it included a depth of 11 feet at extreme low tide for a width of 360 feet in Bangor Harbor; to widen, straighten, and deepen the channel near Crosbys Narrows and near Sterns mill to a depth of 12 feet at extreme low tide; and to secure a channel depth of 22 feet at mean low tide between Bucksport and Winterport. The estimated cost of the entire work was placed at $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 results aimed at by the project of 1884 and the subsequent additions are regarded as practically accomplished, and the cost has been $169,500, a total expenditure down to this time of $367,800. 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 amount expended on the work of the existing proj- ect to June 30, 1910, is $3,552.38, all for new work. Except when suspended during winter, work has been in progress throughout the year just ended, under a contract covering all the work included within the project. A considerable area was worked over and about 4,000 cubic yards, scow measurement, of loosened material removed, but no considerable area has been completed to the full depth, so that it is impracticable to give a definite statement of the work accom- plished. 44 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Up to June 30, 1910, about 21 per cent of the entire area had been worked over, and some of the material taken up, but grade had not been secured. During June, 1910, the contractors added to the work- ing plant in the expectation of securing more rapid progress. The least depth over the area now being excavated is about 9 feet at mean low tide, but the prevailing channel depth at Bangor is 14 feet. Elsewhere in the river the depth is greater. While Bangor, where there is a dam without a lock, is the head of navigation, the river above is extensively used for floating logs down from the upper waters. The mean range of tide is 13.1 feet. The head of navigation is at Bangor; from thence to the head of the bay is about 27 miles. The tonnage for calendar year 1909 is given as 650,497 short tons, of which 281,191 tons were coal, and 241,600 tons lumber and cooperage. The value of receipts and shipments is estimated at about $6,914,610. It is said that no reduction in water rates has resulted from the present improvement, which provides for an enlargement of the har- bor space, but Bangor secures the usual advantage in rail rates due to its being a water point. For list of examinations and reports see page 32, Annual Report of the Chief of Engineers for 1908. There is no deterioration reported in connection with this work. GENERAL IMPROVEMENT. July 1, 1909, balance unexpended--------------------------------$8, 500. 00 July 1. 1910, balance unexpended 8, 500.00 AT BANGOR. July 1, 1909, balance unexpended 128, 275. 99 June 30, 1910, amount expended during fiscal year, for works of improvement -------------------------------- 1, 828.37 July 1, 1910, balance unexpended -_ 126, 447. 62 July 1, 1910, outstanding liabilities_- 285. 80 July 1, 1910, balance available----------- ---- 126, 161. 82 July 1, 1910, amount covered by uncompleted contracts__ 124, 900. 00 (See Appendix A 7.) 8. Stockton Harbor,Maine.-The greatest depth in Stockton Har- bor is on the easterly side, where there is from 18 to 20 feet at mean low tide. This is insufficient for movement of heavy vessels, and a project adopted by the river and hbrbor act of June 25, 1910, in accordance with plan printed in Iouse Document No. 1166, Sixtieth Congress, second session, provides for dredging a channel on the easterly side, 25 feet deep at mean low tide and 300 feet wide, begin- ning at the 25-foot contour and extending about 3,600 feet into the harbor to a point off the new railroad wharf. The estimated cost is $38,000, the total amount of which was appropriated by the act of 1910. This is the first project for this locality. No work has yet been done, and there have been no expenditures. The mean range of tide is 10 feet. The tonnage for 1909 was 314,626 short tons, largely coal, lumber, and paper, with an estimated value of $4,150,000. There is no local RIVER AND HARBOR IMPROVEMENTS. 45 business. The tonnage represents the business of a railroad terminal, which affords an outlet by water, and the existence of which influ- ences for better all rail accommodation. Amount appropriated by river and harbor act approved June 25, 1910 __--_--_---_ $38, 000. 00 July 1, 1910, balance unexpended-------- -------- 38, 000. 00 (See Appendix A 8.) 9. Camden Harbor, Maine.-Originally the depth in the outer har- bor was about 6 feet at mean low tide, and less than 1 foot in the inner harbor, where most of the wharves are located. The first project was that of 1872, and under it channels 100 feet wide and 7 feet deep at mean low tide were dredged on both the easterly and westerly sides of the harbor, at a cost of $30,000. The act of August 11, 1888, made the first appropriation under a project for dredging at the entrance to 12 feet at mean low tide, for dredging the main portion of the harbor to 10 feet at mean low tide, and for small channels in the upper portion to 5 feet. This project was completed in 1897, with an expenditure of $44,940.79. Under the act of June 13, 1902, a project was adopted for dredging an area in the vicinity of the steamboat wharf in the outer harbor to 14 feet at mean low tide. This work was completed in 1903. The cost was $7,459.21. The total expenditures on Camden Harbor during above period were $82,400. The existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 1117, Sixtieth Congress, second session, and provides for dredging the area in the upper part of the harbor to 10 feet at mean low tide, at an estimated cost of $20,000, which amount was appropriated by the act of 1910. No work has yet been done under the new project and there have been no expenditures. The mean range in tide is 9.6 feet. The tonnage for 1909 was 415,289 short tons, principally bricks, clay, lime, cement, and coal, and having an estimated value of about $3,400,000. For reports on examinations and surveys, see Annual Reports of Chief of Engineers for 1873, page 1106; 1888, page 403; 1900, page 1111; and House Document No. 1117, Sixtith Congress, second session. There has probably been some deterioration in the depths secured in 1896, but it has not been great. Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------- $20, 000. 00 July 1, 1910, balance unexpended -------------------------------- 20, 000. 00 (See Appendix A 9.) 10. Rock port Harbor, Maine.-Originally the depth along the wharves in the upper part of the harbor was but 4 feet at mean low tide. Under a project adopted in 1888 the upper harbor was dredged to 12 feet at mean low tide, at a cost of $15,000. The existing project was adopted by the river and harbor act of June 25, 1910, and is in accordance with plan printed in House Docu- 46 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment No. 963, Sixtieth Congress; first session, which provides for the removal of a ledge, about midway of the entrance to the harbor, over which there is only about 4z feet at mean low tide. It is proposed to remove the ledge to a depth of 15 feet below the level of mean low tide, at an estimated cost of $32,000, which sum is provided by the act of 1910. There has been no work under the new project and no expenditures. The mean range in tide is 9.8 feet. No statistics were secured for the year 1909, but in 1906 the tonnage was reported as having an estimated value of about $700,000. For reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1888, page 407, and House Document No. 963, Sixtieth Congress, first session. There has been no deterioration reported in connection with the work formerly done at this locality. Amount appropriated by river and harbor act approved June 25, 1910_ _____________ _ __________ $32,000.00 July 1, 1910, balance unexpended-____________ 32, 000. 00 (See Appendix A 10.) 11. 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 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 mean 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 heavy seas. To accomplish this a project was adopted in 1881 in which two breakwaters were con- templated, one extending south from Jamesons Point, the other a detached 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 necessary 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 break- water and to provide for extending farther south than was first contemplated 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 $402,000. By the same act this project was com- RIVER AND HARBOR IMPROVEMENTS. 47 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 appropriations for the above work have aggregated $925,500. The total of expenditures to the close of the fiscal year ending June 30, 1910, is $920,025.79. As a result the project has been completed, subject to any work that may be needed from time to time until the slopes of the breakwater, which is about 4,140 feet in length, have assumed a condition of definite permanence. 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 dredging affords access to the wharves by vessels of greater draft. There was no work during the fiscal year 1910. The business by water for the calendar year 1909 amounted to 828,795 short tons, chiefly lime, coal, and general merchandise. It is impracticable to definitely state the direct effect on freight rates. Aside from the advantage arising from competitive water transportation, freight charges by water have been subject to reduc- tion, so far at least as bulk freights are concerned, through economies made possible by the use of larger vessels. For reports on examinations and surveys see Annual Reports of the Chief of Engineers for 1881, page 466; and for 1896, page 581. No deterioration is reported. July 1, 1909, balance unexpended ___- _______ $5, 474. 21 July 1, 1910, balance unexpended . __.._._ ____-___ 5, 474. 21 (See Appendix A 11.) 12. Matinicus Harbor,Maine.-The harbor, which is small, is exposed to easterly storms. The project adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Docu- ment No. 653, Sixtieth Congress, first session, and is to construct a stone breakwater extending from Youngs Point on Matinicus Island to Indian ledge, a distance of about 450 feet, thereby affording protection for the inner harbor. The estimated cost is $13,000, which was appropriated by the act of 1910. No work has been done at this locality, and there have been no expenditures. The mean range in tide is 9 feet. The tonnage for 1909 was 2,475 short tons, principally fish, and the value of the commodities is estimated as $85,000. For reports on examinations and surveys see Annual Reports of the Chief of Engineers for 1876, page 194; 1887, page 475; and House Document No. 653, Sixtieth Congress, first session. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ $13, 000. 00 July 1, 1910, balance unexpended _______ ________ _ 13, 000. 00 (See Appendix A 12.) 13. East Boothbay Harbor, Maine.-This harbor has never been under improvement by the General Government. The depth in front of the wharves was about 5 feet at mean low tide. To accommo- date navigation greater depth was needed, and by the river and harbor act of June 25, 1910, a project was adopted for dredging so as to increase the depth to 8 feet at mean low water, in accordance 48 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. with plans printed in House Documents Nos. 944, Sixtieth Congress, first session, and 684, Sixty-first Congress, second session. The esti- mated cost was $6,500, and that amount was appropriated by the act of 1910. There have been no operations and no expenditures. The mean range in tide is 9.1 feet. The tonnage for 1909 was 6,565 short tons, largely general mer- chandise, coal, and lumber. The value was probably in excess of $100,000. For reports on examination and surveys see House Documents Nos. 944, Sixtieth Congress, first session, and 684, Sixty-first Con- gress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ $6, 500. 00 July 1, 1910, balance unexpended 6, 500. 00 6__________________ (See Appendix A 13.) 14. 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 appropriated 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, 1907, 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. Expenditures under existing project to June 30, 1910, have been $35,000, and the project has been completed. There were no operations during the last fiscal year beyond office work and inspection. 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 the usual route of travel to Boothbay Harbor, a place of considerable importance, and in the summer the travel is much in- creased by the large number of summer residents at Squirrel Island and other resorts in that vicinity. It is navigable throughout its en- tire 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 last im- provement is about 8.5 feet. The work recently completed has re- sulted in giving practically a straight channel 140 feet wide where the width was formerly 90 feet. By reducing the current it has made the straight channel easily navigable, while before it was regarded as difficult, and vessels used a crooked channel to the westward of Green RIVER AND HARBOR IMPROVEMENTS. 49 Island, where there was less current. The increase in discharge capacity and elimination of some of the cross currents has improved the conditions in the westerly channel also. The business for 1909 is given as 7,704 short tons, having an esti- mated value of $385,200. The number of passengers carried was 65,196. 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 953; for map, report for 1880, page 334. No deterioration is to be expected at this locality. July 1, 1909, balance unexpended_ $10, 211.10 June 30, 1910, amount expended during fiscal year, for works of im- provement ----------- ------------------- - 1, 211. 10 July 1, 1910, balance unexpended-------------------------------- 9, 000. 00 (See Appendix A 14.) 15. 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 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 estimated cost 0 56932 -ENG 1910---4 50 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of $388,500. This project was approved August 19, 1892, and was essentially completed in 1898. The improved channel obtained under the above projects suffered some loss of available depth by the deposits brought down by freshets. This shoaling was most marked in the stretch of 61 miles of river between Gardiner and Augusta, the further improvement of which was provided for by the river and harbor act approved June 13. 1902, which appropriated $40,000 and authorized a continuing con- tract for the completion of the project. The last project is published at page 1121 of the Annual Report of the Chief of Engineers 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 total estimated cost of the project of 1902, which was $81,000. has been appropriated, and the project was completed November 28, 1908. The total of expenditures under the above projects is $590,411.03. 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 of 1907 placed the project under the continuing contract system, and by that and subsequent acts the entire amount has been appropriated. Expenditures to June 30, 1910, under the project of 1907 have been $173,618.48. Operations during the last fiscal year have been re- garded as new work. They have included a continuation of the dredging of the channels, which are now about 81 per cent com- pleted, and the excavation of rock at Lovejoys Narrows where about 33 per cent of the area has been excavated to grade. The loose material from the latter work has been placed on the jetties. While some advantage arises from increased depths as the work advances, the full measure of benefit will not be secured until the work is completed. 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. Above that point the stream is practically devoted to water power and lumbering operations. Over the shoalest part of the river between the mouth and Gardiner, which is the portion covered by the existing project, about 12 feet can be carried at mean low tide. The commerce for 1909 amounted to 459,637 short tons, the largest items being ice and coal, having an estimated value of $2,746,421. The ice business shows an increase of about 10 per cent and coal about 25 per cent over 1908. While the use of the river for transportation purposes has some value in a competitive way, the principal effect on freight rates is RIVER AND HARBOR IMPROVEMENTS. 51 due to the increased depths which permit the use of larger vessels and larger cargoes in handling such commodities as coal, ice, and lumber, which demand cheap transportation. 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; and No. 411, Sixty-first Congress, second session. No deterioration is reported, but it is expected that some work of maintenance will be necessary from time to time on the dredged channels. July 1, 1909, balance unexpended_____________________________ $159, 201. 18 Amount appropriated by sundry civil act approved June 25, 1910__ 43, 500. 00 202, 701. 18 June 30, 1910, amount expended during fiscal year, for works of _ improvement --------------------------------- __ 101, 319. 66 July 1, 1910, balance unexpended____________________________ 101, 381.52 July 1, 1910, outstanding liabilities_____________________________ 23, 697. 25 July 1, 1910, balance available_______________________________ 77, 684. 27 July 1, 1910, amount covered by uncompleted contracts------------ 68, 643. 38 (See Appendix A'15.) 16. 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. 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, 52 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In 1894 the project was extended to cover the widening of the up- per 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 was 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. Expenditures to the close of the fiscal year ending June 30, 1910, have been $1,513,730.05-$576,477.05 under former projects, and $937,253 under the existing one. All the projects have been ac- complished, including the amendment to that of 1905. Appropria- tions have been made to the extent of the authorfzation of 1896; all expenditures have been for new work. The only operations during the past fiscal year were office work, observation, and supervision. 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 8.9 feet. Two principal advantages have followed this large improvement. A large and well-sheltered deep-water anchorage has been created un- der 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 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 a draw opening of 60 feet, and the city of Portland has recently reconstructed the third bridge with openings of not less than 60 feet. The improvements in the bridges and the new channel afford great relief to the coal trade and other deep-draft com- merce, which was formerly much hampered and retarded by lack of room and sufficient water. The commerce for 1909 is given as 2,956,011 short tons, more than one-half of which was coal. The value of the commerce is estimated at $95,223,801. 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 RIVER AND HARBOR IMPROVEMENTS. pace with the increase in size and draft of vessels used in the coal traffic, with the accompanying saving in cost of transportation. 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 ses- sion, and No. 896, Sixtieth Congress, first session. No deterioration has been observed in connection with this im- provement. July 1, 1909, balance unexpended-_____ _ $10, 347. 46 Received from sales __________ _-------------- .44 10, 347. 90 June 30, 1910, amount expended during fiscal year, for maintenance _-________ of improvement -------------- -_ 1, 341.46 July 1, 1910, balance unexpended---------------------___-- 9, 006. 44 (See Appendix A 16.) 17. Saeo 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. The next project was the consolidation by the act of September 19, 1890, of a 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 breakwater and jetty, at an estimated cost of $356,500; and a project adopted in 1886 for improving the river to Saco, 5 miles above the mouth, to the depth of 6 feet at mean low tide, estimated to cost $50,000, amounting in all to $406,500. About 43 per cent of this project has been completed, practically all except the extension of the breakwater to Sharps ledge. To June 30, 1910, there had been expended on the consolidated project $172,408.37. The only operations during the last fiscal year have been a small amount of work in repairing beacons on the works at the mouth of the river. The work had not been completed at the close of the fiscal year ending June 30, 1910. The expenditures dur- ing the year were $150, which amount is chargeable to maintenance. The river and harbor act of June 25, 1910, adopted a new project which supersedes all others and is in accordance with plan printed in House Document No. 752, Sixty-first Congress, second session. It 54 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provides for a channel depth of 7 feet at mean low tide from the head of navigation to the sea, and for the extension of the south jetty across the bar at the mouth, at an estimated cost of $55,000, toward which the act appropriated $30,000. There have been no operations and no expenditures under the new project. The depths in the river have maintained fairly well, but the least depth at the mouth is about 31 feet at mean low tide. The mean range in 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 stream above is devoted to water-power development and a small amount of lumbering. The commerce for 1909 amounted to 50,745 short tons, nearly all coal, with an estimated value of $241,597.50. It is expected that the greater depth to be secured under the new project will reduce freight rates, largely through permitting vessels to come in with full instead of partial cargoes. The appropriation recommended is for completing improvement by dredging, ledge excavation, and jetty work. A description of the harbor and of the earliest improvement 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. See also House Document No. 752, Sixty-first Congress, second session. There has been some deterioration in both channels and jetties, but for the greater part the carrying out of the new project will elim- inate it. July 1, 1909, balance unexpended-------------------------------$5, 241.63 Amount appropriated by river and harbor act approved June 25, 1910_ 30, 000. 00 35, 241.63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 150. 00 July 1, 1910, balance unexpended--------------------------------35, 091.63 July 1, 1910, outstanding liabilities----------------------------_ 647.46 July 1, 1910, balance available ---------------------------------- 34, 444.17 Amount (estimated) required for completion of existing project .- a25, 000. 00 Amount required for expenditure in fiscal year ending Jufe 30, 1912, for works of improvement-- -------------------------------- a25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 17.) 18. 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. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 55 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 was secured by the close of the fiscal year 1902, under an outlay of $72,501.15. A new project was adopted by the act of March 2, 1907, to deepen and straighten the outer entrance channel, which was narrow and crooked, so as to give a depth of 18 feet at mean low tide for a width of 200 feet. The estimated cost was $46,000, and that amount was appropriated by the act of 1907. The amount expended on the exist- ing project to the close of the fiscal year 1910 is $45,799.84. Expenditures during the past year were chiefly for office expenses. The project has been completed, giving a straight outer entrance channel about 190 feet wide and 18 feet deep at mean low tide. The mean range in tide is 8.8 feet. The commerce for 1909 is given as 20,000 short tons, chiefly coal, valued at $88,000. 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 stornm. 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. No deterioration is reported. July 1, 1909, balance unexpended - -____-_______ a$2, 307.20 June 30, 1910, amount expended during fiscal year, for works of im- provement -- 2, 107. 04 July 1, 1910, balance unexpended- 200. 16 July 1, 1910, outstanding liabilities -- - 95. 84 July 1, 1910, balance available _ a 104. 32 (See Appendix A 18.) 19. Harbor at Isles of Shoals, Maine and New Hampshire.-The most protected anchorage at Isles of Shoals, known as Gosport Har- bor, 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, and to build a breakwater- or wall extending from Smuttynose Island to Cedar Island, directly protecting Gosport Harbor from easterly storms. The amount ex- pended was $13,251.61. The next project was adopted by the river and harbor act of June 13, 1902, and provided for the construction of a breakwater on the base of the breakwater built under the project of 1821, between Smut- tynose and Cedar islands, the upper part of which had been demol- ished to the level of 1 feet above mean low tide. The estimate of cost was $30,000, and with the expenditure of $28,201.60 the break- water was completed. The top was 15 feet above mean low tide. a Balance of appropriation of June 6, 1900, amounting to $7,498.85, not con- sidered applicable under existing project. 56 REPORT OF THE CHIEF OF ENGINEERS, TU. S. ARMY. The river and harbor act of June 25, 1910, adopted a new project in accordance with plan printed in House Document No. 1122, Sixtieth Congress, second session, which provides for construction of a break- water from Cedar Island to Star Island, giving protection from the south and southeast. The estimated cost is $40,000, all of which is provided by the act of 1910. No work has been done under the new project and there have been no expenditures. The mean range in tide is 8.7 feet. The commerce pertaining to the locality is inconsiderable, ainount- ing to but about 2,200 short tons annually, but the harbor is of value as a refuge in the open sea 6 miles off the coast. A report of a survey of the Smuttynose Island breakwater is pub- lished in the Annual Report of the Chief of Engineers for 1875, Part 2, page 421. A description of the harbor, with survey and estimate for the new breakwater, is given in the Annual Report for 1900, page 1172. See also House Document No. 1122, Sixtieth Congress, second session. There has been no deterioration at this place. Amount appropriated by river and harbor act approved June 25, 1910 - -------------------------------------------- $40, 000. 00 July 1, 1910, balance unexpended---------------------------- 40, 000. 00 (See Appendix A 19.) 20. Pepperells Cove, Maine.-Pepperells Cove is on the easterly or Maine side of Portsmouth Harbor and about 1 mile within the en- trance, and has never been under improvement by the United States. The depth varies from 1 to 11 feet at mean low tide, and at the entrance there is a ledge with a depth of only about 5 feet. These conditions make the cove of restricted value to vessels. The existing project, adopted by the' river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 1081, Sixtieth Congress, second session, and provides for dredging an area of about 41 acres to a depth of 12 feet at mean low tide and for removal of the ledge to a depth of 12 feet. The work is estimated to cost $158,400, of which $60,000 is provided by the act of 1910. No work has yet been done and there have been no expenditures. Pepperells Cove itself has no commerce worthy of consideration as such. The purpose of the improvement is to increase the anchor- age area for craft entering Portsmouth Harbor, and it is in connec- tion with the latter that the project assumes importance. The com- merce of Portsmouth Harbor for the calendar year 1908 is reported as 527,000 short tons, of which 429,000 tons were coal, and 62,500 tons brick. The improvement is not expected to directly affect freight rates, but to provide an anchorage and harbor for small vessels. The new appropriation estimated for is to be applied in continu- ing improvement by dredging. The amount named ($35,000), with the funds already appropriated, will, it is estimated, be sufficient to cover all the work of dredging. The ledge excavation, which forms a part of the project, can await completion of the work of removing the softer material, and might be postponed should it appear that the anchorage area afforded by the work now proposed will answer all immediate requirements. RIVER AND HARBOR IMPROVEMENTS. 57 For reports on examinations and surveys see Annual Report of the Chief of Engineers for 1891, page 614, and House Document No. 1081, Sixtieth Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ $60, 000. 00 July 1, 1910, balance unexpended__---------------- -------- 60, 000. 00 Amount (estimated) required for completion of existing project_... a98, 400. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ___ _____.._ ____.. a35, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix A 20.) .;1. Cocheco River, New Hampshire.-Appropriationsamounting 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 to 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, 1910, 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. There were no operations during the fiscal year and no expenditures. 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. a Exclusive of the balance unexpended July 1. 1910. 58 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce for 1909 amounted to 16,215 short tons, of which 5,562 tons were anthracite coal, 6,938 tons bituminous coal, and 3,715 tons brick. The most noticeable effect on freight rates has been to cause a reduction of 33 per cent on rates on bituminous coal from Portsmouth to Dover. Formerly the rate was 60 cents per ton, which has been reduced to 40 cents to meet the water rate. 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. A survey made during the latter part of 1909, under the provisions of the river and harbor act of March 3, 1909, showed that shoaling had occurred in the channels. It was estimated that it would require about $20,000 to restore the channel depths made under the project of 1890. The report on the survey submitted a new project providing for greater width and depth, which, if adopted, will incidentally include this work. July 1, 1909, balance unexpended______________________________ $4, 711. 00 July 1, 1910, balance unexpended______________________________ 4, 711. 00 (See Appendix A 21.) 22. Removing sunken vessels or craft obstructing or endangering navigation.-The removal of the wreck of the schooner Annie L. Henderson, Bangor Harbor, Penobscot River, Maine, was completed November 20, 1909. The total cost was $1,030.06. (See Appendix A 22.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 of Rye Harbor, New Hampshire.- Report dated July 20, 1909, is printed in House Document No. 301, Sixty-first Congress, second session. The harbor is not considered worthy of improvement by the General Government. 2. Preliminary examination of Kennebec River, Maine, for a dis- tance of 500 yards from its mouth along what is known as Popham Beach.-Report dated April 28, 1909, is printed in House Document No. 411, Sixty-first Congress, second session. The locality is not con- sidered worthy of improvement by the General Government. 3. Preliminary examination and survey of East Boothbay Harbor, Maine, with a view to the extension of the improvement, etc.-Re- ports dated April 27 and October 15, 1909, respectively, are printed in House Document No. 684, Sixty-first Congress, second session. The extension of the project now before Congress will require the dredging of an area of about 160 feet by 180 feet to a depth of 8 feet at mean low water, estimated to cost $2,500, omitting the removal of any ledge that may be encountered, is deemed worthy of being undertaken by the General Government. RIVER AND HARBOR IMPROVEMENTS. 59 4. Preliminaryexamination of Isle au Haute Thoroughfare, Maine, between the island of Isle an Haute and Kimballs Island, with a view to obtaining a channel of increased depth and width, and the estab- lishment of a harbor of refuge.--Report dated September 13, 1909, is printed in House Document No. 486, Sixty-first Congress, second session. This locality is not considered worthy of improvement by the General Government at the present time. 5. Preliminary examination and survey of St. Croix River at and near Calais, Maine.-Reports dated May 18, 1909, and February 1, 1910, respectively, are printed in House Document No. 748, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $234,000 is presented, provided that the dumping of sawdust and other waste is permanently stopped, and with sugges- tion that cooperation of the Canadian government to the extent of 20 per cent of the total cost be secured. 6. Preliminary examination and survey of Saco River, Maine.- Reports dated April 30, 1909, and February 12, 1910, respectively, are printed in House Document No. 752, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $55,000 is presented. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Portsmouth Harbor, New Hampshire. 2. Cocheco and Lamprey rivers, New Hampshire. 3. Exeter River, 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, to May 24, 1910, having under his immediate orders Lieut. U. S. Grant, 3d, Corps of Engineers, to July 31, 1909, and Col. Frederic V. Abbot, Corps of Engineers, since that date. Divi- sion engineer, Col. John G. D. Knight, Corps of Engineers, to De- cember 4, 1909, and Col. W. M. Black, Corps of Engineers, since that date. 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 4,300 feet long, 1,000 feet wide, and at least 17 feet deep at mean low water, by constructing two converging jetties, projecting, one from the north shore 2,910 feet, the other from the south shore 1,500 feet, 60 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. their outer ends 1,000 feet apart, which, with the protection of the beach in their vicinity, 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 5 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. The river and harbor act of June 25, 1910, authorized dredging to be included as a part of the existing project. To June 30, 1910, the amount expended on this project was $397,662.81, of which $10,389.68 was for maintenance. In addition, $500 was expended in 1901 for removal of North Rock under authority of act of March 3, 1899. By way of refundment, $795.31 was recov- ered from a failing contractor. The expenditure, all for mainte- nance, in the fiscal year 1910 ($1,010.02), was applied to clearing of dbris, a breach which had been made by action of the elements in the dike closing Plum Island Basin, to permit the passage of small boats into the basin, and for making a survey of the bar and entrance channel to the harbor. With the expenditure for improvement, the north jetty has been completed for a total length of 2,868 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, 52 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. The funds available will be applied to continuing improvement by extension of the north jetty, and by dredging if found necessary. Further appropriations can be deferred till results of work provided for can be observed. June 30, 1910, the maximum draft that can be carried over the bar at mean low water is 11 feet. The mean range of tide is 7.7 feet. The commerce of the harbor, chiefly coal, amounted in 1908 to 215,239 short tons and in 1909 to 212,029 short tons. Of the latter amount, 107,621 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. 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. RIVER AND HARBOR IMPROVEMENTS. 61 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, 1909, balance unexpended $2, 142. 52 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------- 50, 000. 00 52, 142. 52 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 1, 010. 02 July 1, 1910, balance unexpended---------- ----------- 51, 132. 50 Amount (estimated) required for completion of existing project .__ a159, 369. 28 (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; subsequently improved under separate project for " Improving harbor at Newbury- port, 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 was 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 ob- tain a channel 7 feet deep at mean low water, 150 feet wide, from Newburyport 16 miles to Haverhill, at an estimated cost of $171,- 442.70. The amount expended on the existing project to June 30, 1910, is $124,500.10, of which $9,075.33 was applied to maintenance of im- provement. Ten cents was derived from sales. The expenditure during the fiscal year was applied to maintenance in removing bowlders just below Rocks Bridge, and to making a study of the hydraulic conditions of the river. The channel has been completed to the full projected depth and width. June 30, 1910, the maximum draft that can be carried at mean low water over the shoalest part of the improved channel is 7 feet. The mean range of tide 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 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, 21 miles above its mouth in Newburyport Harbor. The commerce of the river is chiefly in coal distributed to the cities and towns along its banks, and amounted in 1908 to 113,840 short tons a Exclusive of the balance unexpended July 1, 1910, 62 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and in 1909 to 107,621 short 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 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. Reports of examination and survey, with map, for a channel 14 feet deep from the mouth of the river to Haverhill, by providing locks and dams, are printed in House Document No. 2, Sixty-first Congress, first session. Report of examination and survey of the river from Haverhill to Lowell is now being made and will be duly submitted when received. The project having been completed, it is proposed to apply the available funds to the maintenance of the improved channel. July 1, 1909, balance unexpended------------------------------- $12, 010. 62 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 22, 010. 62 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ _____-_ 6, 510. 62 July 1, 1910, balance unexpended 15, 500. 00 (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 21 miles to the head of navigation in fact at the railroad bridge at Epsex, 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 chaninel. 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 the channel below the bridge at Essex, which had been rebuilt with- out a draw. To June 30, 1910, the amount expended was $30,000, of which $21,759.21 was for improvement and $8,240.79 for maintenance. For the restoration of the channel $5,000 was appropriated by the act of March 2, 1907, and in accordance with a proviso in the same act the State of Massachusetts appropriated and paid to the Secretary of War an additional $5,000, and during the fiscal year the consoli- dated appropriations were applied to maintenance, in restoring the channel to a depth of 4 feet at mean low water with a width of 60 feet, as far as the funds would permit, ]MITER AND IHARBOR IMPROVEMENTS. 63 The maximum draft that can be carried, June 30, 1910, over the shoalest part of the locality under improvement is 4 feet. The mean range of tide is 8.8 feet. The head of navigation is at the highway bridge at Essex, to which point, a distance of 4 miles from its mouth, the river is navigable in fact. No freight is carried on the river, but the improvement permits annually the exit of about 30 fishing schooners which are built on the river. Each is of about 125 tons register and costs approximately $12,000. The district officer is of the opinion that the locality is not at this time worthy of further improvement by the United States, as far as its own traffic is concerned, but the maintenance of the channel is necessary to the continuance of the ship-building business, a feeder to the fishing fleet, which does form an important element in the commerce of the cities of Boston and Gloucester. 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, 1909, balance unexpended-------------------------------- $6, 536. 07 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_---- ------------- ------------------ ---------- 6, 536.07 (See appendix B 3.) 4. Harbor of refuge, Sandy Bay, Cape Ann, Massachusetts.--In its original condition this bay, whose southerly shore extends about 2 miles westerly 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 7 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 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. This sum has since been appropriated, 64 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended under the existing project to June 30, 1910, not including outstanding liabilities, is $1,619,504.11, all for improve- ment. From sale of property $1 was derived. With this expenditure 2,058,743 tons of rubblestone has been placed in the substructure of the western and southern arms, and 8,964 tons of dimension stone and 5,616 tons of rubblestone in the superstructure of the southern arm, and the condition of the breakwater 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 2,500 feet from the angle the mound of rubblestone has been likewise completed to the full height (12 feet below mean low water) and full width (117 feet) projected, except for a small bench on the inner slope 13 feet deep and 17 feet wide; a rubble core of the superstructure has been built to the height of mean low water for 2,100 feet and to the height of mean high water for 400 feet. The superstructure on the southern arm of the breakwater was commenced in 1908 and at the close of the working season of that year had been compreted for a distance of 97 feet, extending in a north- erly direction toward the junction with the western arm. Although no storms occurred of unusual severity, an examination made at the close of the winter season disclosed evidences of insufficiency of the superstructure built in accordance with the approved plan, the stone in the lower courses of the wall having been drawn outward. By authority of the Chief of Engineers the construction of a new section 300 feet in length was undertaken in the summer of 1909, in which the substructure is built up to the grade of mean low water where it has a width of 81 feet, its harbor slope 1 on 1, its seaward slope 1 on 1 up to 25 feet below mean low water, and 1 on 2 to the top at mean low water; the rubble mound surmounted with a core of rubblestone. faced with selected stone laid horizontally on the sea face, weighing not less than 8 tons each and laid with a batter of 1 on 1, and on the harbor face weighing not less than 3 tons each and laid with the same batter; surmounted at grade 17 above mean low water with a single course of capstones, whose upper surfaces are 22 feet above mean low water; the seaward face protected with an apron of heavy rubble- stone to the height of mean high water, with a slope of 1 on 2. During the working season of 1909, 67.6 linear feet of superstruc- ture of the cross section described above was built, making a total length of superstructure built on the southern arm of the breakwater of 164.6 feet. The severe storms of the winter of 1909-10 still further demon- strated the insufficiency of the superstructure of the cross section as built in 1908, and also demonstrated the superiority of the superstruc- ture of the cross section as built in 1909. The superstructure of this latter cross section will be carried to completion to the entire length of 300 feet now under contract. 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. RIVER AND HARBOR IMPROVEMENTS. 65 The depth of water is ample for the largest vessels; the mean range of tide is 8.6 feet. The appropriation recommended will be applied to extending the superstructure of the breakwater, as will also the funds now available. 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. The work already done has resulted in the creation of a serious menace to navigation until the submerged substructure is protected and made visible by a suitable superstructure. Under these condi- tions the district officer is of the opinion that the locality is worthy of improvement to the extent of completing the superstructure for the full length of the present substructure at least. When this has been accomplished the advisability of completing the structure to its full projected length can be taken up with more satisfactory data on which to base recommendations. The present type of superstructure is, however, experimental, and until several hundred feet have been completed and exposed to winter storms for some time it is not advisable to hurry work. Funds now available will probably complete about 600 feet of superstructure, which is hardly enough to determine power of resistance to extreme storm conditions. It is worth while to construct about 200 feet more superstructure, and in order to do this without an interruption of work funds must be in hand by February, 1912, to cover contracts for the work to be done in April, May, June, and July, 1912. The $100,000 asked in the act of 1911 is for this purpose. For description of Sandy Bay and original project, see Annual' Report 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. July 1, 1909, balance unexpended -- $162, 082. 99 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 100, 000. 00 262, 082. 99 June 30, 1910, amount expended during fiscal year, for works of improvement--------------------------- 31, 586. 10 July 1, 1910, balance unexpended____________________________ 230, 496. 89 July 1, 1910, outstanding liabilities__ 8, 003. 42 July 1, 1910, balance available__ -- 222, 493.47 July 1, 1910, amount covered by uncompleted contracts ---... - 111, 663. 91 Amount (estimated) required for completion of existing project__ a 5, 054, 952. 25 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_----------- _ a 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B 4.) 5. 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. a Exclusive of the balance unexpended July 1, 1910. 56932 0 -- ENG 1910----5 66 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Under the original and modified projects the rocks were removed, Harbor 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 project adopted by the act of August 18, 1894, provided for the construction of a breakwater from Eastern Point, over Dog bar, to Round Rock shoal at an estimated cost of $752,000; and the act of June 13, 1902, authorized the termination of the break- water at Cat ledge and the application of any remaining balance "toward the work of removing Round rock," at a reduced estimate of $416,083.43. Under that authority the breakwater was completed in 1905 as far as Cat ledge. Upon a subsequent examination of Round rock shoal it was found that the cost of removing it to the level of the surrounding bottom, exceeding $800,000, was dispropor- tionate to the probable benefits to navigation. The project has been reviewed by the Board of Engineers for Rivers and Harbors, which recommends return to the original project of 1894 for a breakwater from Eastern Point to Round Rock shoal, and its views are concurred in. The total cost of this extension is estimated at $354,000. 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 project of August 18, 1894, to June 30, 1910, is $411,979.67 (all for improvement except $200.83" expended in fiscal year 1909 for restoring capstones in maintenance of breakwater), with which 231,756 tons of stone have been put in place, completing, in 1905, to Cat ledge, the breakwater of the pro- jected dimensions. No expenditures were made during the current fiscal year. The river and harbor act of June 25, 1910, adopted a project, in accordance with plan printed in House Document No. 1112, Sixtieth Congress, second session, which provides for the removal of eight groups of obstructing ledges or bowlders in the inner and outer harbors, at a total estimated cost of $51,000, and made an appropria- tion of $25,000 toward that purpose. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part of the locality under improvement is 10 feet in Harbor Cove, 15 feet along the wharf front, and 30 feet in the anchorage under the breakwater. The mean range of tide is 8.9 feet. The commerce in 1906 amounted to 275,888 short tons, in 1908 to 209,074 short tons, and in 1909 to 218,165 short tons, of which latter 55,000 tons was coal and 128,000 tons fish and salt. About 82,000 passengers were carried to and from this port by steamer. RIVER AND HARBOR IMPROVEMENTS. 67 The district officer is of the opinion that the breakwater should be extended to Round Rock shoal, and the removal of the eight obstruc- tions partly covered by the act of June 25, 1910, should be completed. The amount required for expenditure in the fiscal year ending June 30, 1912, will be applied to maintenance of the breakwater by pro- viding additional protection along the sea face. A description of the original project is published in the Annual Report of the Chief of Engineers for 1871, page 870, and its modifi- cations, with map, in the report for 1887, page 500. The adoption and commencement of work under the project prior to the one adopted June 25, 1910, are reported upon in the Annual Report of the Chief of Engineers for 1895, page 610. Reports on examination and survey with map of the harbor, with a view to removal of ledges, will be found in House Document No. 1112, Sixtieth Congress, second session. July 1, 1909, balance unexpended__ 103. 33 $---------4, Amount appropriated by river and harbor act approved June 25, 1910 _ -------------------- 25, 000. 00 July 1, 1910, balance unexpended------------------------------- 29, 103.33 Amount (estimated) required for completion of existing project -_- a26, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement- ......... a 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 B 5.) 6. 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 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 Lobster 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, a distance of 2,000 feet, at an estimated cost of $40,000. In addition to $1,727.90 available, $38,500 was appropriated. By way of refundment, $122.24 was received as damages from the surety of a failing contractor under the previous project. a Exclusive of the balance unexpended July 1, 1910. 68 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. To the close of the fiscal year ending June 30, 1910, $26,850.14 has been expended on this project, all for improvement, with which all the dredging and ledge removal necessary in completion of the project has been done. The expenditure in the fiscal year was applied to securing the projected width throughout the entire length of channel by the removal of ledges near Bar beacon and at three other localities. The maximum draft that can be carried on June 30, 1910, at mean low water over the shoalest part of the locality under improvement is 18 feet. The mean range of tide is 9 feet. The commerce of Beverly Harbor consists chiefly of coal and build- ing materials, amounting in 1906 to 138,862 short tons, in 1908 to 223,933 short tons, and in 1909 to 196,203 short tons, of which 143,141 tons was coal. The expectation of those locally interested in shipping that the completion of the project would effect a substantial reduction in freight rates has not yet been realized, due probably to the fact that the improvement was so recently completed (November, 1909). 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, 1909, balance unexpended-_ $21, 377. 15 June 30, 1910, amount expended during fiscal year, for works of improvement -------------------- 7, 877.15 July 1, 1910, balance unexpended-------------------------------- 13, 500. 00 (See Appendix B 6.) 7. Harbor at Lynn, Mass.-An area of shoals extends from the wharves at Lynn 24 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 White rocks), a distance of 3,300 feet to a deep basin opposite Little Nahant, and from the basin nearly opposite Sand 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 $182,000. 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 project adopted by the river and harbor act of June 13, 1902, was to dredge a channel 200 feet wide, 4,500 feet long from the sea to the deep basin opposite Little Nahant; from the basin nearly oppo- site Sand Point, a distance of 7,000 feet to the anchorage basin, and the anchorage basin itself, 500 feet by 300 feet, ,ll to the depth of 15 rIVER AND HARBOR IMPROVEMENTS. 69 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, 1910, $164,373.44 was expended, all for improvement, with which the projected chan- nel was completed. No work was done and none required during the past year in the maintenance of the improvement. The existing project was adopted by the river and harbor act of June 25, 1910, and provides for the further improvement of the harbor by obtaining. a turning basin 500 feet square and 15 feet deep, straightening the present channel, and making a channel 300 feet wide and 15 feet deep from deep water to wharves at the head of the harbor, at a total estimated cost of $179,000, of which $60,000 was appropriated, which is in accordance with plan printed in House Document No. 948, Sixtieth Congress, first session. The maximum draft that can be carried June 30, 1910, over the shoalest part of the locality under improvement is 15 feet at mean low water. The mean range of tide is 9.3 feet. The commerce of the harbor benefited by the improvement consists chiefly of coal, lumber, and building materials, of which about 359,195 short 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. 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. Reports on examination and survey for a channel 300 feet wide and basin 500 feet square, both 15 feet deep at mean low water, are printed in House Document No. 948, Sixtieth Congress, first session. July 1, 1909, balance unexpended ------------------------------- $5, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910____ ___-- -- --- - - - 60,000.00 July 1, 1910, balance unexpended-_ _-____ _ _ - 65, 000. 00 Amount (estimated) required for completion of existing project___ a119, 000. 00 (See Appendix B 7.) 8. 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 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 a Exclusive of the balance unexpended July 1, 1910. 70 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 the close of the fiscal year, June 30, 1910, is $28,794.88, with which the projected channel was completed in November, 1906. The maximum draft that can be carried, June 30, 1910, 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 tide 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 1908 to 18,229 short tons and in 1909 to 27,267 short tons. It is reported that barges of the lightest draft remaining in service deliver coal at Medford without the expense of lightering, which would be about 50 cents per ton. A report, with map of th'e 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. 145, Fifty- ninth Congress, first session. The appropriation asked for will be applied to maintenance of the improvement. July 1, 1909, balance unexpended _____ ___________________ ____ $8, 200. 00 Amount transferred to Malden River____________________________ 8, 000. 00 July 1, 1910, balance unexpended _____________________ ____ 200. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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) 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. A channel was secured 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 1.6 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 a See consolidated money statement on page 72. RIVER AND HARBOR IMPROVEMENTS. 71 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, 1910, is $59,521.10 (including $44,534.71 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 (all for main- tenance) in the fiscal year 1910 was applied to redredging sections of the channel where it had shoaled. The maximum draft that can be carried at mean high water, June 30, 1910, through the improved channel is 12 feet. The mean range of tide is 9.8 feet. The head of navigation is at the Medford Street Bridge at Malden, to which point the stream is navigable in fact, 1.6 miles above its con- fluence with the Mystic River. The commerce amounted in 1908 to 69,422 short tons, and in 1909 to 117,504 short 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. July 1, 1909. balance unexpended_- $575. 76 Amount received from Mystic River 8, 000. 00 8, 575. 76 June 30, 1910, amount expended during fiscal year, for maintenance of improvement- 8, 096. 86 July 1, 1910, balance unexpended_----- 478. 90 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (c) Mystic River below the mouth of Island End River.-Island End River is 1.6 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 ex- tending 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). a See consolidated money statement on page 72. 72 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. To June 30, .1910, $122,971. 03 (all for improvement, except $10,281.92 for maintenance) had been expended in obtaining a chan- nel 25 feet deep at mean low water, with a minimum width of 150 feet in a section 3,000 feet long off the East Boston wharves, 200 feet wide in a section 1,500 feet long extending from and below Chelsea Bridge, and 300 feet wide in the section 2,700 feet long extending from Chelsea Bridge up to a point just above the confluence of Island End River. The project is 90 per cent completed. 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 Har- bor, and during the fiscal year about one-half of that dredging was done. The commerce of the river, which in 1901 amounted to 1,430,650 short tons, had increased to 3,715,805 short tons in 1908 and to 4,894,088 short tons in 1909. About three-fourths of all the freight carried on the river is coal. The maximum draft that can be carried June 30, 1910, over the shoalest part of the locality under improvement is at mean low water 25 feet. The mean range of tide is 9.6 feet. The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 30 feet deep from the mouth of Island End River to Chelsea Bridge, at an estimated cost of $172,000, in ac- cordance with plan printed in House Document No. 1086, Sixtieth Congress, second session. Seventy-two thousand dollars was appro- priated by the said act, which will be applied to the purpose stated. Reports of examination and survey made in 1908, with map, for a channel 30 feet deep at mean low water from the mouth of Island End River to Chelsea Bridge, are printed in House Document No. 1086, Sixtieth Congress, second session. PROJECT OF 1899 FOR 25-FOOT CHANNEL. July 1, 1909, balance unexpended------------------------------- $19, 815. 23 June 30, 1910, amount expended during fiscal year, for works of im- provement 6, 781.14 July 1, 1910, balance unexpended------- ------------------------ 13, 034. 09 July 1, 1910, amount covered by uncompleted contracts------------ 12, 360. 12 Amount (estimated) required for completion of existing project-_ a141, 824. 30 PROJECT OF 1910 FOR 30-FOOT CHANNEL. Amount appropriated by river and harbor act approved June 25, 1910 __________- $72,000.00 July 1, 1910, balance unexpended___ 72, 000. 00 Amount (estimated) required for completion of existing project__ a 100, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended ____________________________--$28, 590. 99 Amount appropriated by river and harbor act approved June 25, 1910-------_------------------------------------------------ 72, 000. 00 100, 590. 99 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 73 June 30, 1910, amount expended during fiscal year: For works of improvement______________________ $6, 781.14 For maintenance of improvement_------------ 8, 096. 86 $14, 878. 00 July 1, 1910, balance unexpended___________________________ _ 85, 712. 99 July 1, 1910, amount covered by uncompleted contracts- __- _ 12, 360. 12 Amount (estimated) required for completion of existing projects__ a 241, 824. 30 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ________________________ alO, 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 8.) 9. 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 channel 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 as Nantasket Beach channel, Nix Mate channel, Jeffries Point chan- nel, Chelsea Creek, Charles River, and Fort Point channel. Under the original project for sea walls and supplemental projects for the channels above named there has been expended for improve- ment and maintenance to June 30, 1910, $2,670,775.81, exclusive of all expenditures upon the four existing projects (27-foot, 30-foot, and 35-foot channels and Fort Point channel), 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 a Exclusive of the balance unexpended July 1, 1910. b For Mystic and Malden rivers only, no estimate being submitted for Mystic River below mouth of Island End River. 74 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. between President Roads and the city. From sales of property $130.21 has been derived. The expenditure for general improvement during past year was in connection with contract for dredging in Fort Point channel at the site of the Mount Washington Avenue Bridge and engineering expenses in connection with reestablishment of harbor lines. The existing projects for improvement of the main channels are- 1. Adopted by the river and harbor act of July 13, 1892: To widen the main ship channel, from Nantasket Roads to Boston, 8? miles, 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, 2 miles long from President Roads to the sea, 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 pro- vide 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, 6 miles, and 1,500 feet wide from President Roads through Broad Sound to the ocean, 1 miles, 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, 1910, the amount expended was $1,472,606.29, of which $58,215.30 was for maintenance ($10 was 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 maxi- mum draft that can be carried at mean low water, June 30, 1910, 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 Engi- neers for 1894, page 554. Under the project of March 3, 1899, to June 30, 1910, the amount expended was $385,200, all for improvement, with which a channel 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, 1910, over the shoalest part of the locality under improvement is 30 feet. The project is published in the Annual Report of the Chief of Engi- neers 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 RIVER AND HARBOR IMPROVEMENTS. 75 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, Congress authorized the completion of the 35-foot channel to the full projected widths, appro- priating $500,000 for the purpose and authorizing contracts to the amount of $3,894,000 additional, of which $1,794,000 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, 1910, the amount expended, not including outstanding liabilities, was $5,043,115.16 ($58.59 was derived from sales), all for improvement. The work accomplished to the" end of the fiscal year in the upper main ship channel was the dredging of 13,559,649 cubic yards of mud, sand, gravel, and clay; 23.642 cubic yards of bowlders; and the excavation of 30,397 cubic yards of ledge; and in Broad Sound channel the dredging of 4,076,450 cubic yards of mud, sand, gravel, clay, hardpan, and cobblestones, and 125.263 cubic yards of bowlders. The total amount of material dredged is 17,636,099 cubic yards, and of rock excavated is 30.397 cubic yards, or about 79 per cent in volume of all the dredging, and 25 per cent of all the rock excavation, required under the project. The yardage expressed refers to scow measurement except for rock excavation, which is situ measurement. The dredging necessary to obtain the channels of partial width described in the preceding paragraph and begun in 1903 is about 99 per cent completed, and the removal of the ledge from this partial width is 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 e cavation 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 tide 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, 1909, amounted in value to $199,968,548, being an increase of $133,282,027 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 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. 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. 76 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 to June 30, 1910, was $75,- 606.23 (including $9,219.10 for maintenance), with which the im- provement was completed in 1909. The removal of the Mount Washington Avenue Bridge across the channel, pursuant to an order of the War Department, necessitated the dredging of its site to the authorized channel dimensions. This dredging was completed during the fiscal year at a cost of $5,064.90. In the execution of the work there were dredged, in 1887, 94,211 cubic yards; in 1907, 157,940 cubic yards; and in 1909, 17,161 cubic yards; total, 269,312 cubic yards. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part of the improved channel is 23 feet. The mean range of tide 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 jniles 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 1907 to 1,443,686 short tons, in 1908 to 1,251,390 short tons, and in 1909 to 1,219,478 short 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, 1909, balance unexpended $55, 067. 60 Amount appropriated by river and harbor act approved June 25, 1910 __-- - 25, 000. 00 Receipts from sales_ - - -- 5. 26 80, 072. 86 June 30, 1910, amount expended during fiscal year: For works of improvement - $5, 064. 90 For maintenance of improvement - 528. 50 5, 593. 40 July 1, 1910, balance unexpended- - - 74, 479. 46 July 1, 1910, outstanding liabilities_ - ---- 52. 00 July 1, 1910, balance available___ 74, 427. 46 PROJECT OF 1892 FOR 27-FOOT CHANNEL. July 1, 1909, balance unexpended---------------------- $33, 000. 00 July 1, 1910, balance unexpended - --... ----........ 33, 000. 00 PROJECT OF 1899 FOR 30-FOOT CHANNEL THROUGH BROAD SOUND. July 1, 1909, balance unexpended----------------------------$69, 00 800. July 1, 1910, balance unexpended----------------------------- 69, 800. 00 RIVER AND HARBOR IMPROVEMENTS. 77 PROJECT OF 1902 FOR 35-FOOT CHANNEL. July 1, 1909, balance unexpended_________________________ __. $1, 438,197.68 Amount appropriated by sundry civil act approved June 25, 1910_ 900, 000. 00 2, 338, 197. 68 June 30, 1910, amount expended during fiscal year. for works of improvement ___________________ 1, 181, 254. 25 July 1, 1910, balance unexpended _________________ -- 1, 156, 943. 43 July 1, 1910, outstanding liabilities _________________----__ 482, 326.08 July 1, 1910, balance available__________________________----- 674, 617. 35 July 1, 1910, amount covered by uncompleted contracts ----- 1, 103, 082. 85 Amount (estimated) required for completion of existing project_ a 1, 794, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_____----------------- _ a 1, 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B 9.) 10. Dorchester Bay and Neponset River, Massachusetts.-Dorches- ter Bay is at the mouth of Neponset River, in Boston Harbor. Prior to the adoption of the existing project the controlling depth, at mean low water in the bay up to Commercial Point, at the mouth of the river, was 13 feet; thence up the river to the highway bridge at Neponset, 1 miles above its mouth, it was 8 feet, and from said bridge up to Milton Mills, 4 miles above its mouth and at the head of navigation, it was 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, 2.9 miles, and 100 feet wide and 15 feet deep at mean low water in Neponset River from Commercial Point to the Neponset highway bridge, 1.5 miles; estimated to cost $125,233.34. The act of March 2, 1907, appropriated the full amount of the esti- mate, 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., 2d sess.] which lies above the project herein adopted shall be made and hereafter 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, 1.15 miles, 75 feet wide thence to Godfrey's wharf, 1.25 miles, and thence 50 feet wide for a farther distance of 250 feet. The legislature of Massachusetts by resolves, approved by the gov- ernor June 24, 1907, and March 5, 1908, respectively, gave assurance satisfactory to the Secretary of War that the improvement of the river above Neponset bridge would be made and maintained by the State of Massachusetts. a Exclusive of the balance unexpended July 1, 1910. 78 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. At the date of this report dredging by the State of Massachusetts is in progress to secure the above channel. The amount expended on this project to June 30, 1910, is $94,584.55, all for improvement, with which the 15-foot section of channel be- tween Commercial Point and the Neponset highway bridge and the 18-foot section from Dorchester Bay and the mouth of the river to Commercial Point have been dredged to the authorized dimensions, completing the project. The expenditure during the fiscal year was applied to completion of the dredging in the 18-foot section, which had been begun during the preceding fiscal year. The maximum draft that can be carried June 30, 1910, over the shoalest part of the improvement is 18 feet at mean low water from Dorchester Bay and the mouth of the river to Commercial Point, and 15 feet thence to Neponset highway bridge. The mean range of tide is 9.6 feet. During the calendar year 1908, the total commerce of the bay and river was 337,397 short tons, and in 1909, 251,667 short tons, of which 76,647 tons was carried to Milton above the limits of the improvement undertaken 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, 1909, balance unexpended__ $80, 073. 20 June 30, 1910, amount expended during fiscal year, for works of improvement ------------ ---------------------------- 49, 424. 75 July 1, 1910, balance unexpended- --- 30, 648. 45 (See Appendix B 10.) 11. WVeymouth River, Massachusetts.- (a) Weymouth Fore River.- In its original condition the channel had a depth of 18 feet at mean 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 1,80D 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 RIVER AND HARBOR IMPROVEMENTS. 79 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 main- tenance), 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 $55,000, all for improve- ment, with which the authorized channel has been completed. No work was done and none required during the fiscal year in main- tenance of improvement. 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 tide 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 1908 to 173,649 short tons, and in 1909 to 159,342 short tons, of which the greater part 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 battleships 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 ves- sels 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 Engineers 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. July 1, 1909, balance unexpended______________________________ $2, 500. 00 July 1, 1910, balance unexpended_____________________________ 2, 500. 00 (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 with 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. 80 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Agricultural 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 mainte- nance during the fiscal year 1908 the full depth of channel previously 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 improve- ment. The present deficiency in width is due to deterioration of the portion of the channel dredged in 1897, and the funds now available 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 tide 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 1908 170,064 short tons, and in 1909 180,009 short tons, of which about 90 per cent was raw and manufactured fertilizer products. By arrangement between the War and Navy departments dredging a 5-foot channel from that depth in the river to the naval magazine wharves at Hingham was undertaken, the expense of the work to be paid for from river and harbor funds and subsequently reimbursed from appropriation for the naval magazine. A report of the survey of Weymouth Back River is printed in the Annual Report of the Chief of Engineers for 1891, page 683. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 000. 00 July 1, 1910, balance unexpended____________________________ 5, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended_____________________________ $2, 500. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000.00 July 1, 1910, balance unexpended____________________________ 7, 500. 00 (See Appendix B 11.) 12. 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. RIVER AND HARBOR IMPROVEMENTS. 81 The existing project, adopted by the act of August 5, 1886, and completed in 1893, is to deepen the improved channel, 2,500 feet long., 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, with- out previous estimate, $10,000 was appropriated for redredging the channel. By the river and harbor act of March 3, 1909, the unex- pended balance of this appropriation was "made available for re- dredging and improving the channel," and to this purpose the unex- pended balance of funds will be applied. To June 30, 1910, $19,327.72 (including $327.72 for maintenance) has been expended under the existing project. The maximum draft that can be carried June 30, 1910, over the shoalest part of the locality under improvement is 8 feet at mean low water. The mean range of tide is 9.5 feet. The commerce benefited by the improvement consists of coal and building materials, of which 12,370 short tons was received during the calendar year 1908 and 11,086 short tons in 1909, slightly less 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 improved channel has long since been dis- continued. The original project, with survey of the harbor, is in the Annual Report, Chief of Engineers, for 1875, Part 2, page 41.7. 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. Report of a preliminary examination of the harbor will be found in House Document No. 355, Sixty-first Congress, second session. July 1, 1909, balance unexpended_______ $9, 672. 28 July 1, 1910, balance unexpended_____-------- ----------- 9, 672. 28 (See Appendix B 12.) 13. 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 Plymouth. 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 about one-half mile long, 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. Prior to operations under the existing project, $198,859.22 had been expended in preserving Long Beach and in dredging under the project of March 3, 1875, as modified, which resulted in obtaining a channel about one-half mile long, 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. 56932o-EN 1910-6 82 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 estimated cost was $95,700. The amount expended on the work of improvement under the existing project to the close of the fiscal year ending June 30, 1910, is $81,396.25, with which 12,459 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. At the date of this report work is being undertaken, under contract, in repair of two sections of the riprap dike extending along the seaward face of Long Beach, in expenditure of an allotment of $19,500 from appropriation for " Emergencies in River and Harbor Works." Dur- ing the year the rubblestone dike on Long Beach was extended 616 feet. In addition to the aforesaid amount expended under the present project, $3,954.42 has been expended for maintenance in redredging the turning 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 accompilshed, 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 funds to repair and extension of beach protection. The commerce consists chiefly of coal and lumber, of which 33,354 short tons was received in 1906, 39,860 in 1908, and 37,840 in 1909. 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, 1910, at mean low water, over the shoalest part of the locality under improvement is 7.5 feet. The town of Plymouth at its own expense has restored and deep- ened to 10 feet at mean low water the channel and basin completed by the Government. The mean range of tide 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 RIVER AND HARBOR IMPROVEMENTS. 83 map of the dredged channel and basin is printed in the Annual Re- port of the Chief of Engineers for 1888, page 460. Reports of examination and survey, with a view to the construc- tion of a rubblestone breakwater from Long Beach along the crest of Browns Island, are printed, with map, in House Document No. 1168, Sixtieth Congress, second session. July 1, 1909, balance unexpended-------------------------------- $8, 270. 94 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 Amount allotted from emergency appropriation by river and harbor act approved March 3, 1909__ _----------------__--_____--19, 500. 00 37, 770. 94 June 30, 1910, amount expended during fiscal year: For works of improvement________________________ $7,939. 00 For maintenance of improvement--______-----__-- 19. 97 .,958. 97 July 1, 1910, balance unexpended _____________________________ 29, 811.97 July 1, 1910, amount covered by uncompleted contracts______ 18,000. 00 Amount (estimated) required for completion of existing project ___ a20, 700. 00 (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 1 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, 1910, is $215,800.44, all applied to improvement. The expenditure during the fiscal year was for engineering ex- penses in connection with a study of Provincetown Harbor. 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 improve- ment it has been sought to maintain this barrier by means of timber structures 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 accom- plish 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 a Exclusive of the balance unexpended July 1, 1910. 84 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 recent winters, 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 average westerly storms. For the secur- ity of the harbor a rubblestone dike is required across House Point Island flats from the vicinity of Stevens Point to a point north- easterly 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, and for this purpose and for a 300-foot extension of the Long Point beach protection, an appropriation of $140,000 was made by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 821, Sixty-first Congress, second session, the amount estimated for completing the improvement. The balance available from prior appropriations will be applied to exist- ing works of protection for preserving and strengthening the beach that preserves the harbor. The maximum draft that can be carried to the anchorage is ample for the largest vessels. 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. Report of examination and survey, with map, of the harbor, with a view to the protection thereof, is printed in House Document No. 821, Sixty-first Congress, second session. July 1, 1909, balance unexpended ------------ _______ ___ _ $6, 766. 98 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------------------- 140, 000. 00 146, 766. 98 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------------- ------------- 404. 45 July 1, 1910, balance unexpended------------------------- 146, 362. 53 CONSOLIDATED. July 1, 1909, balance unexpended------- 5, 037. 92 1----------------------- Amount appropriated by river and harbor act approved June 25, 1910 --------------------------- ---- - 150, 000.00 Amount allotted from emergency appropriation by river and harbor act approved March 3, 1909______________________ ______ 19, 500. 00 184, 537. 92 June 30, 1910, amount expended during fiscal year: 1For works of improvement- - -- $8, 343.45 For maintenance of improvement . 97 1------------------ 8, 363. 42 July 1,. 1910, balance unexpended -------------------------------- 176, 174. 50 July 1, 1910, amount covered by uncompleted contracts------------ 18., 00. 00 Amount (estimated) required for completion of existing project_-- a 20, 700. 00 (See Appendix B 13.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 85 14. 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. In the execution of this work it developed that through deteriora- tion 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. Under the existing project there was expended to June 30, 1910, $238,815.49, 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, $179,- 076.80, was applied to repairs and completing the rebuilding of 3,240 feet of superstructure, including $34,555 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. During the year no work was done on the breakwater. The expen- diture shown in the money statement was for salary of watchman who reads tide gauge. The extreme variation of level of water surface is 61_feet and the usual variation about 4 or 5 feet. The appropriation of $52,000, made by the river and harbor act of June 25, 1910, will be applied to the construction of a rubble protec- tion for the substructure of a portion of the breakwater. The appro. priation asked for will be applied to repairs to the breakwater. The commerce amounted in 1904 to 107,421 short tons, in 1908 to 91,374 short tons, and in 1909 to 78,935 short tons. 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. 86 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended_ $5, 239. 66 Amount appropriated by river and harbor act al)proved June 25, 1910 52, 000. 00 57, 239. 6(; June 30, 1910, amount exl)ended during fiscal year, for maintemince of improvement _ 554. 13 July 1, 1910, balance unexpended_____ - 56. 685. 51 Amount (estimated) required for completion of existing project auabp24 5 . 00 Amount required for expenditure in fiscal year endilg June 30, 1912, for maintenance of imprdvement b2, 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. (Se Appendix B 14.) 15. Harbor at St. Albans, Vt.-In its original condition this har- bor had sufficient depth of water for the commerce using it, this com- merce being restricted to such as could pass through " The (ut " (be- tween North and South Hero islands) where the projected depth is 10 feet at low lake level, but obstructing bowlders in the harbor ren- dered navigation difficult. The original project, which is also the existing project, adopted by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 1109, Sixtieth Congress, second session, is to remove to the level of the surrounding bottom all bowlders or other obstructions in the vicinity of the old wharves having a depth over them of less than 6 feet at low lake level, and also off the steamboat wharf, at an estimated cost of $5,000. To June 30, 1910, no expenditure had been made. The maximum draft that can be carried at low lake level over the shoalest part of the area to be improved is 42 feet. The extreme variation of level of water surface is 6 feet and the usual variation about 4 or 5 feet. The amount of commerce is quite small, being but 174 short tons of miscellaneous freight for the calendar year 1906 (the latest statistics available) but the number of passengers transported to and from the wharves on regular schedule is large (22,590 in 1906) and this item represents the principal interest concerned. Reports on examination and survey, with map of the harbor, with a view to removal of obstructions, will be found in House Document No. 1109, Sixtieth Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 000. 00 July 1, 1910, balallce unexpended ---- - ----------------- 5, 000. 00 (See Appendix B 15.) 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 superstruc- ture----------------------------------------------------- 34, 555 124, 555 b Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 87 16. Harbor at Plattsburg, N. Y.-In its original condition the harbor at Plattsburg was without protection against wind and sea from the south and southeast. The original project for improvement, adopted by the act of July 4, 1836, was to build a breakwater or pier (estimated cost, unknown). In 1870 the project was modified by providing for an extension of the breakwater 400 feet in a northerly direction, the dredging of shoals, and the revetment of the United States land (this latter work has not been undertaken, as the object sought can be obtained more economically by periodical dredging), the estimated cost at that time being $65,000. The river and harbor act of September 19, 1890, again modified the original project by providing for the further extension northerly of the breakwater 300 feet and the replacement of the tim- ber superstructure with stone, the estimated cost of this additional work being $32,500. The river and harbor act of June 13, 1902, ap- propriated, without previous estimate, $5,000 for "maintenance and restoration." The river and harbor act of June 25, 1910, appropriated $25,500, the full amount of the estimated cost of completing the exist- ing project, in accordance with report printed in House Document No. 759, Sixty-first Congress, second session, by dredging to the depth of 9 feet at low lake level the shoal between the breakwater and the wharves, redredging the channel in front of the wharves, and repair- ing the breakwater, including rebuilding the superstructure of the timber piers with stone. The project of July 4, 1836, with its various modifications, is the existing project. The amount expended to June 30, 1910, on this project as modified is $190,289.09, with which a breakwater has been built 1,565 feet long, the timber superstructure has been replaced with stone except the piers at the ends on which stand light-houses marking the entrance to the harbor, dredging in maintenance of the channel in front of the wharves has been periodically done, and repairs made to the breakwater. The portion of the expenditure applied to maintenance can not be ascertained. No expenditures were made during the year. The maximum draft that can be carried June 30, 1910, over the shoalest part of the locality under improvement is about 5 feet at low water. The extreme variation of level of water surface is 61 feet and the usual variation about 4 or 5 feet. The commerce amounted in 1904 to 261,107 short tons, in 1908 to 253,429 short tons, and in 1909 to 257,950 short tons. The harbor and works for its early improvement are described in the Report of the Chief of Engineers for 1867, page 235. Reports of examination and survey of this locality are published in the Annual Reports of the Chief of Engineers as follows: At the mouth of the Saranac River (which forms the so-called inner harbor at Plattsburg), 1885, pages 2318-2321; for extension of 300 feet on north end of breakwater, 1889, pages 2458-2459; of the inner bay, near the mouth of Saranac River, 1891, pages 2938-2939. Reports on examination and survey of the harbor will be found in House Document No. 759, Sixty-first Congress, second session: Amount appropriated by river and harbor act approved June 25, 1910__ $25, 500 July 1, 1910, balance unexpended_____---__-------------------- 25, 500 (See Appendix B 16.) 88 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 17. 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 92 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 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, 1910, the amount expended under the existing project was $24,615, including $615 for maintenance, with which the project has been completed. No work was done during the fiscal year. Available funds will be applied to maintenance of the improvement. To June 30, 1910, 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 61 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 1907 to 724,529 short tons, in 1908 to 565,414 short tons, and in 1909 to 625,604 short 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, 1909, balance unexpended____________________________.__ $4, 385. 00 July 1, 1910, balance unexpended_____________________________ 4, 385. 00 (See Appendix B 17.) 18. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wrecks in Narrows of Lake Champlain, New York.-Wrecks of 18 canal boats and 2 steamers were found, during the preceding fiscal year, to be dangerous obstructions to navigation. Their removal was completed under formal contract on September 18, 1909, at a cost of $4,254.02. (b) Wrecks in Narrows of Lake Champlain, New York, and Port Henry Harbor, New York.-In addition to the above, the removal of 15 other wrecks, 9 in the Narrows and 6 in the harbor at Port Henry, N. Y., was authorized during the fiscal year. Contract for their removal has been entered into and the work is now in progress. RIVER AND HARBOR IMPROVEMENTS. 89 (c) Wreck of schooner Louise C. Cabral in Provincetown Harbor, Massachusetts.-This schooner was burned and sunk about February 12, 1910. Its removal under formal contract was accomplished in June, 1910. (d) Wreck of barge City of Montreal, in Plymouth Harbor, Massachusetts.-This barge, loaded with stone, was sunk in Novem- ber, 1909. Formal contract for its removal has been entered into, and work of removal was in progress at the close of the fiscal year. (e) Wreck of barge Harbeson Hickman, in Plymouth Harbor, Massachusetts.-This barge was reported an obstruction to naviga- tion, and on June 22, 1910, an allotment of $100 for inspection and investigation of the wreck was made. At the close of the fiscal year preliminary steps toward its removal had been taken. (See Appendix B 18.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Hingham Harbor,Massachusetts.- Report dated July 8, 1909, is printed in House Document No. 355, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the United States to a greater extent than can be accomplished with the balance of funds now available, which balance is recommended for expenditure in the manner proposed. 2. Preliminary examination and survey of Plattsburg Harbor, New York.-Reports dated July 7, 1909, and January 12, 1910, re- spectively, are printed in House Document No. 759, Sixty-first Con- gress, second session. A plan for improvement at an estimated cost of $25,500 is presented. 3. Preliminary examination and survey of Provincetown Harbor, Massachusetts, with a view to the protection thereof.-Reports dated July 6, 1909, and February 18, 1910, respectively, are printed in House Document No. 821, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $140,000 is presented. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Merrimac River, from Haverhill to Lowell, Mass. 2. Otter Creek, Vermont, from Lake Champlain to Vergennes. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEWPORT, RHODE ISLAND DISTRICT. This district was in the charge of Lieut. Col. James C. Sanford, Corps of Engineers. Division engineer, Col. John G. D. Knight, Corps of Engineers, to December 4, 1909, and Col. W. M. Black, Corps of Engineers, since that date. 90 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. Harbors at Hyannis and Nantucket, Mass.-These works were consolidated by the river and harbor act of 1902. (a) Harbor of Refuge at Hyannis, Mass.-The harbor of Hyannis lies on the south shore of the peninsula of Cape Cod and about 15 miles to the westward of the heel of the cape, and is an important harbor of refuge. This harbor before improvement was an open roadstead, exposed to southerly storms. About 8 feet at mean low water could be carried to the wharf of the New York, New Haven and Hartford Railroad Company. In the years 1827-1838 a breakwater 1,170 feet long was constructed of riprap granite, covering an anchorage of about 175 acres, the entrance to which has a depth of about 15.5 feet. Between the years 1852 and 1882 extensive repairs were made, increasing the width of the base of the breakwater and the size of the stone forming its sides and top. The sum of $123,431.82 had been expended at this harbor prior to operations under existing project. The existing project, that of 1884, provided for dredging to 15.5 feet at low water about 36 acres area north of the existing breakwater, so as to increase the deep-water anchorage by that amount, all at a total estimated cost at that time of $45,743.20, increased $30,568.94 in accordance with the report of December 2, 1899, by the river and harbor act of June 13, 1902, making the total estimated cost $76,312.14. At the adoption of this project the 15.5-foot depth anchorage covered only about 47 acres, and the 36 additional acres to be dredged carried a depth of from 7 to 15.5 feet of water at low water. The total amount expended on this project to June 30, 1910, was $74,028.40, of which $161.43 was applied to maintenance. Under the 1884 project the 36 additional acres had been dredged to 15.5 feet at mean low water, and two cuts, each 25 feet wide and 13 feet deep at mean low water, had been dredged in the channel leading to the wharf of the New York, New Haven and Hartford Railroad Com- pany, completing the project. During the fiscal year a survey of the work has been made which shows that deterioration has taken place, estimated to cost for resto- ration $24,000, but this work can be deferred for the present. The mean rise and fall of the tide is about 3 feet. The principal value of this harbor to commerce is as a harbor of refuge for coasters and fishing vessels. The actual commerce of the place is, in general, lumber and other building materials, coal, and fish, aggregating in the last calendar year 8,832 short tons, valued at $204,591. For reference to former reports in which more extended informa- tion may be found, see Annual Report of the Chief of Engineers for 1905, page 75. July 1, 1909, balance unexpended----------------------------------$488. 96 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------ ------------------- 161.43 July 1, 1910, balance unexpended----------------------------------- 327. 53 July 1, 1910, outstanding liabilities ---------------------------------- 62. 86 July 1, 1910, balance available_ _---------------_ 264.67 RIVER AND HARBOR IMPROVEMENTS. 91 (b) 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 a 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 mean 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 existing project, adopted in 1880 and modified in 1885, pro- vides for the construction of two converging jetties on either side of the entrance to the harbor and for dredging when necessary in order to obtain a channel depth of from 12 to 15 feet at low water. Esti- mated cost $375,000, exclusive of cost of dredging. In 1905 a fur- ther modification of the project was made by authority of the Chief of Engineers by adding $100,000 for dredging to the original esti- mated cost of the project, making the total estimated cost $475,000. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1910, exclusive of outstanding liabilities was $397,555.89, of which $50,000 was expended in dredging and $23,422.06 for maintenance. Of the maintenance expenditures $7,210 was used on the west jetty, $6,312.90 on the east jetty, and $9,732.41 on dredging. The operations during the fiscal year were for maintenance, and consisted in dredging with the United States dredge Gedney on the outside of the bar which formed at the outer end of the jetty channel with a view to increasing the depth on this bar. An examination after the dredging showed that the bar had been narrowed, but, as the work Tas confined to the outside of the bar, the depth on the crest was not materially increased. In the original project for this work the height of the jetties above mean low water was left to be determined by experience, and it will be some years before the work can be considered as complete. Up to the close of the fiscal year June 30, 1910, the eastern jetty had been built to its full length, but only of partial cross section; the west jetty had been built out about 83 per cent of its total projected length. A channel had been dredged for a width of 200 feet and a depth of 12 feet, and had scoured in places to a depth of 16 feet, but had formed a bar 1,200 feet wide across the outer end of the channel, upon which there is a ruling depth of 9.8 feet at mean low tide, which is the maximum draft that can be carried into the harbor at mean low water. The mean rise and fall of the tide is 3 feet. The length of the channel between the inside and the outside 12-foot contours is 1.32 miles. The entire commerce of the island of Nantucket is carried on at this harbor, and amounted in the year 1909 to about 28,550 short tons, val- ued at $1,251,543, consisting mainly of general merchandise, building material, coal, forage, grain, live stock, fish, and shellfish. The har- bor was also used to a small extent as a harbor of refuge for small 92 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. fishing vessels and yachts. So far as known the project has had no effect on freight rates. It is proposed to apply the funds asked for toward enlarging and maintaining the channel by dredging, or to such work on the jetties as may be desirable. For reference to reports containing more detailed information, see Annual Report of the Chief of Engineers for 1905, page 76. July 1, 1909, balance unexpended ------------------------------- $21, 503. 27 Amount appropriated by river and harbor act approved June 25, 1910_ 50, 000. 00 71, 503. 27 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------- -- 9, 732. 41 July 1, 1910, balance unexpended--------------------------------61, 770. 86 July 1, 1910, outstanding liabilities -------------------------------- 309. 48 July 1, 1910, balance available ---------------------------------- 61, 461.38 Amount (estimated) required for completion of existing project -_ a51, 312. 90 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance___ _ 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. CONSOLIDATED. July 1, 1909, balance unexpended- _ _______ 992.23 $------$21, Amount appropriated by river and harbor act approved June 25, 1910_ 50, 000. 00 71, 992. 23 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__ _ ___ ____ _____ 9, 893. 84 July 1, 1910, balance unexpended -_ - 62, 098. 39 July 1, 1910, outstanding liabilities__---- 372. 34 July 1, 1910, balance available___ - - 61, 726. 05 Amount (estimated) required for completion of existing project __ a51, 312. 90 SAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ ....... a 2Q, 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. TVoodls Hole channel, Massachusetts.-Woods Hole channel is a waterway or strait connecting Buzzards Bay and Vineyard Sound through the so-called " Great Harbor," lying near the southwestern part of Cape Cod, Massachusetts. Little Harbor lies to the east of Great Harbor and is separated from it by Parkers Neck. 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 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 93 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. The retaining walls, stone pier, and wooden wharves at the United States Fish Commission had also 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, with a branch channel of same dimen- sions leading from the strait toward the wharves; estimated cost, $396,000. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1910, exclusive of outstanding liabilities, was $163,997.25, resulting in the cutting of channels through all the shoals, which are composed of large and small bowlders. Careful examination shows, however, that there are a number of shoal spots in the eastern part of the main channel. The remaining portions of the channel will be examined during the coming year. The work during the fiscal year consisted in sweeping over that portion of the main channel east of its junction with the " Broadway channel." This examination disclosed a number of points which were shoal, the least depth discovered being 9.5 feet at two points in the channel, which, so far as yet known, is the maximum draft that can be carried over the shoalest part of the improvement. 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 length of the improved portion of the main channel is about 0.8 of a mile and of the " Broadway channel " about 0.26 of a mile. The total commerce of Woods Hole amounts to 43,032 short tons, valued at $2,927,175, consisting chiefly of coal, lumber, and other building materials, fish, and general merchandise, valued at $1,795,835. Of this total about 24,637 tons pass through the straits. It is not known that any effect on freight rates has been produced by the improvement. No account was kept of vessels passing through the strait and not stopping at Woods Hole. It is proposed to expend as much of the available balance as neces- sary to complete the project. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 70. July 1, 1909, balance unexpended-- ---- $66, 678. 47 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -___ _ _ - 675. 72 July 1, 1910, balance unexpended - ------- ------- 6, 002. 75 July 1, 1910, outstanding liabilities -- 99. 78 July 1, 1910, balance available----------------------------------- 65, 902, 97 (See Appendix C 2.) 94 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Harbors of New Bedford and Fairhaven, Mass.-New Bedford Harbor is an estuary of Buzzards Bay, at the mouth of the Acushnet River, the Fairhaven side of the harbor being called Fairhaven Harbor. 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 Bedford. 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, making a total of $167,709 expended prior to the adoption of the existing project. 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 the north end of Fish Island, just above 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 Fairhaven, at an estimated cost of $527,000. This project was modified by the river and harbor act of March 3, 1909, so as to include the extension of the basin above Fish Island southward between the harbor lines to the bridge between New Bedford and Fish Island, and the extension of the 25-foot channel along the New Bedford front from its terminus under the 1907 project northerly between established harbor lines to said bridge. This modification was authorized provided it could be made within the limit of cost of the 1907 project. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1910, was $292,593.93, exclusive of out- standing liabilities, by which the work of dredging under a continu- ing contract covering a portion of the work was completed. The turning basin and channel above the drawbridge and the channel leading from the anchorage area to the drawbridge for a width of about 200 feet have been practically completed; a considerable por- tion of the anchorage area has been deepened to 25 feet, and a channel 135 feet in width has been dredged from Buzzards Bay to the an- chorage area, but both the dredged portion of the anchorage area and the latter channel contain shoals still to be removed. The dredg- ing near the north end of Palmers Island uncovered an area of ledge rock within the channel lines upon which the least depth of water is 15.5 feet. About 24.2 feet of water at mean low tide can now be carried from Buzzards Bay through the harbor to the drawbridge, about 3 RIVER AND HARBOR IMPROVEMENTS. 95 miles. About 18 feet can be carried through the bridge, and 25 feet from the bridge through the turning basin, about 0.2 mile. A fur- ther distance of about 2 miles up the Acushnet River is navigable, with a natural depth of from 6 to 15 feet of water. The work is still incomplete and the channel to the harbor narrow. The rock near the north end of Palmers Island, referred to above, is a particularly dangerous obstruction to vessels of heavy draft attempting to use the new channel. The limiting depth of 18 feet at the New Bedford and Fairhaven bridge is due to a city water pipe crossing the channel which the city proposes to lower during the present season. The operations during the fiscal year have consisted in removing the worst of the shoals, composed mostly of bowlders, from the channel near Butlers Flat, and with the U. S. dredge Gedney the shoals of lighter material from the upper part of the entrance channel. The mean range of tide is about 4.2 feet. The commerce of the harbor in 1909 amounted to about 1,392,802 short tons, consisting mostly of coal, building materials, general mer- chandise, and cotton, valued at $47,607,189.76. The effect of the deep water on commerce is the use of deeper draft vessels than formerly, with larger cargoes. So far as known the project has not as yet had any effect on freight rates. It is proposed to apply the funds asked for to dredging under the existing project. The discovery of the rock ledge above referred to may make it impossible to complete the project within the' estimate. The additional work proposed is necessary to make the improvement available, and also for the extension of benefits, and an authorization for continuing contract to complete the project would be desirable in the interest of economy in the execution of the work. 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, 1909, balance unexpended--- $26, 149. 67 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------------- --------- 50, 000. 00 Amount received from sale of maps- . 40 76, 150. 07 June 30, 1910, amount expended during fiscal year, for works of improvement -------------------------- 18, 743. 60 July 1, 1910, balance unexpended -- 57, 406. 47 Amount (estimated) required for completion of existing project___ a177, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ....... - a 50, 000. 00 Submitted in compliance with requirements of sundi'y civil act of June 4, 1897. (See Appendix C 3.) 4. Sakonnet Harbor, Rhode Island.-Sakonnet Point is a rocky headland on the eastern side of the mouth of Sakonnet River, and a Exclusive of the balance unexpended July 1, 1910. 96 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, was $9,024.54, exclusive of out- standing liabilities, by which the removal of the rock was completed. Under authority of the Secretary of War an allotment of $4,000 was made on February 28, 1910, from the appropriation for emer- gencies in river and harbor works, act of March 3, 1909, for the repair of the breakwater, which had been somewhat damaged by storm. Bids for the work were received June 23, 1910. It is proposed to expend the available funds in the necessary repairs to the breakwater. The commerce of this harbor in 1909 amounted to about 7,385 short tons, consisting largely of coal and other fuel, general merchandise, grain, and fish, valued at about $615,395. 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, 1909, balance unexpended-- - -- $997. 50 February 28, 1910, amount allotted from appropriation for emer- gencies in rivers and harbors, act of March 3, 1909-- 4, 000. 00 4, 997. 50 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ __-----_ 22. 04 July 1, 1910, balance unexpended 4, 975. 46 July 1, 1910, outstanding liabilities 11. 20 July 1, 1910, balance available _--------- 4, 964. 26 (See Appendix C 4.) 5. 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 and expended to secure 9 feet depth at high water. This work was completed in 1879. The existing project, adopted June 14, 1880, provides for the widening 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 RIVER AND HARBOR IMPROVEMENTS. 97 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 appro- priated. The amount expended on the existing project up to June 30, 1910, exclusive of outstanding liabilities, was $134,473, by which all the projected work had been practically completed, and the shoals offer- ing the greatest obstruction to the navigation of the river had been redredged several times. About $28,473 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. The head of navigation is about 1 mile above Weir Bridge, 14 miles above Fall River. No portion of the river above Weir Bridge has been improved. The mean range of the tide is about 5J feet at Dighton and 3.4 feet at Taunton. The expenditures during the fiscal year were for the examination or bridges and collection 'of commercial statistics. The total tonnage on the improved part of Taunton River for the year 1909 was 126,509 short tons, valued at $523,044, consisting chiefly of coal, fire clay, and molding sand. In addition, 49,090 short tons, valued at $227,257, originated or was destined for points on the river below Dighton, Mass., the lower end of the improved portion of the river. For far as known, the project has had no effect upon freight rates. It is proposed to apply the amount estimated as a profitable expen- diture to dredging in such portions of the river as may shoal by freshets or otherwise. 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, 1909, balance unexpended________________________ _ $5, 683. 64 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 10, 683. 64 June 30, 1910, amount expended during fiscal year, for maintenance of improvement 56. 64 1------------------------ July 1, 1910, balance unexpended ___________________________ 10, 527. 00 July 1, 1910, outstanding liabilities ------------------ 26. 08 July 1, 1910, balance available_______________________________ 10, 500. 92 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_____________________________ a 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 5.) 6. 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 Narragansett Bay and Sakonnet aExclusive of the balance unexpended July 1, 1910. 56932 0 -ENG 1910------7 98 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 the 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 project of 1899, enlarged in 1902, provided for a channel 300 feet wide arid 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 a channel of the same dimensions through Mount Hope Bay to connect the deep water in front of the city with the deep water of Narragansett Bay. This project was completed in 1907 at a cost of $175,412, since which date $14,313.84 has been spent for maintenance. The expenditures during the past fiscal year were for maintenance and consisted in dredging operations with the United States dredge Gedney, by means of which nearly all of the shoaled portions of the dredged channels were restored to their projected depths. The existing project, adopted by the river and harbor act of June 25, 1910, provides for deepening to 25 feet at mean low water the area as described in House Document No. 778, Sixty-first Congress, second session, at an estimated cost of $143,000, with $6,000 annually for maintenance. No expenditures have been made on the existing project. The mean rise and fall of the tide is about 4.7 feet. The commerce using Fall River Harbor during the year 1909 amounted to 1,331,729 short tons, valued at $53,541,985, consisting of coal, cotton, general merchandise, fish, and shellfish. This includes about 175,599 tons of freight passing into or leaving Taunton River. So far as known no effect has been produced upon freight rates by the improvement. For reference to reports containing more extended information see Annual Report of the Chief of Engineers for 1905, page 86, and House Document No. 778, Sixty-first Congress, second session. September 30, 1909, allotment from appropriation for emergencies in river and harbor works, act of March 3, 1905---------- $500. 00 December 21, 1909, allotment from appropriation for emergencies in river and harbor works, act of March 3, 1909- 20, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------ 143, 000. 00 163, 500. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------- $14, 313. 84 Balance deposited in United States Treasury----------- .51 14, 314.35 July 1, 1910, balance unexpended------------------------------ 149, 185.65 July 1, 1910, outstanding liabilities_____ 2, 920. 38 July 1, 1910, balance available_ _______ 146, 265. 27 (See Appendix C 6.) RIVER AND HARBOR IMPROVEMENTS. 99 7. 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 Division Street Bridge, the head of navigation, all at a total cost estimated in 1883 at $382,500, of which $284,000 has been appropriated. The river and harbor act of March 3, 1899, modified this project so as to provide for straightening that portion of the channel between Tenmile River and Bucklins Island. The project, with its modification, has been completed, with an expenditure of $282,444.91. The total expenditures prior to the adoption of the existing project were $334,444.91. 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 appropriation of $35,000, made by the act of 1905, was applied to excavating a channel through about 200 feet in length of ledge rock. The river and harbor act of March 2, 1907, contains the following item: Improving Pawtucket River, Rhode Island : Completing improvement, one hundred and thirty-five thousand five hundred and eighty-four dollars: Pro- vided, 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, separate contracts were entered into for all of the rock excavation and dredging required for the completion of the project. Section 3 of the river and harbor act of March 3, 1909, modified this project as follows: Pawtucket River, Rhode Island: Any balance remaining unexpended after the completion of the work provided for under the existing contracts for improving the Pawtucket River, Rhode Island, may be used in deepening the channel of the river to eighteen feet, and in increasing the widths thereof at such places be- tween Pawtucket and Providence as may best subserve the interests of com- merce: Provided, That the work herein authorized shall not be undertaken until 100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the consent of the State of Rhode Island shall have been given for the applica- tion to this purpose of the portion of said balance heretofore contributed and pledged by the said State. In accordance with this act the general assembly passed the follow- ing resolution on April 2, 1909: Whereas the Congress of the United States has by law enacted that the appro- priations or authorizations for appropriations heretofore made with reference to the Pawtucket River, Rhode Island, may, in the discretion of the Secretary of War, and upon the recommendation of the Chief of Engineers, be diverted or applied upon modified projects for said Pawtucket River, as follows, viz : Any balance remaining unexpended after the completion of the work provided for under the existing contracts for improving the Pawtucket River, Rhode Island, may be used in deepening the channel of said river to eighteen feet, and in in- creasing the widths thereof at such places between Pawtucket and Providence as may best subserve the interests of commerce: Provided, That the work herein authorized shall not be undertaken until the consent of the State of Rhode Island shall have been given for the application to this purpose of the portion of said balance heretofore contributed and pledged by said State. Be it therefore resolved, That the consent of the State of Rhode Island is hereby given for the application to the said purpose of the portion of the bal- ance of the appropriation heretofore contributed and pledged by the State of Rhode Island for said improvements of said Pawtucket River. The amount expended on the existing project up to June 30, 1910, exclusive of outstanding liabilities, was $131,206.43, by which the channel 16 feet deep and 100 feet wide from Red Bridge, Providence, to the lower end of the channel through the ledge rock at Pawtucket, was completed, except for a length of 2,400 feet near the upper end of the work in which the narrowest part of the dredged channel is but 50 feet wide, and of the same depth through the ledge rock was com- pleted. The dredging in the narrow part of the channel was tem- porarily left by reason of a considerable shoaling of the river in its vicinity, due to the spring freshets and a large inflow of gravel from the sides of the cuts, making the total yardage of the completed channel greater than that provided for in the contract. The operations during the fiscal year have consisted in the com- pletion of the contracts in force. An area of ledge rock, heretofore unknown, was discovered on the easterly side of the channel just below McDuff's wharf, about 0.6 mile below the upper end of the work. Sixteen feet at mean low water can now be carried to the wharves in Pawtucket. The mean rise and fall of the tide is about 5 feet. The length of the improved section of the river from Red Bridge to Pawtucket is 3J miles. The head of navigation is at the upper end of the improved section. The total amount of commerce on this river is 475,255 short tons, chiefly coal, fish, oysters and oyster shells, and building materials, valued at $5,525,994. It is not known that any effect on freight rates has been produced by the improvement. It is proposed to apply the funds asked for to maintenance of the improvement by dredging. For reference to report containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 84. Refer- ence 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. RIVER AND HARBOR IMPROVEMENTS. 101 July 1, 1909, balance unexpended-----..---------------------- $96, 268. 60 July 30, 1910, amount expended during fiscal year, for works of improvement ------- --------------------------------- 60, 316. 35 July 1, 1910, balance unexpended ----------------------------- 35, 952. 25 July 1, 1910, outstanding liabilities----------------------------3, 055. 74 July 1, 1910, balance availabe ------------------------------- 32, 896. 51 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement --------------------- a 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 7.) 8. ProvidenceRiver and Harborand 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 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 originating in the river and harbor act of June 3, 1896, provided for securing a ship canal 400 feet wide and of a depth of 25 feet at mean low water from Sassafras Point, in Providence 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. Another project adopted by the river and harbor act of June 13, 1902, provided for an enlarged anchorage area of 25 feet depth, ex- tending the full width of the harbor from Fox Point on the north to Long Bed and Sassafras Point on the south, including the area known as Green Jacket shoal, but excluding a small area adjacent to the western harbor line between Hall or Junction pier and Sassa- aExclusive of the balance unexpended July 1, 1910. 102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. fras Point, at an estimated cost of $607,778. This project was en- larged by the river and harbor act of March 2, 1907, so as to include an area of uniform width and 25 feet depth to the eastward of the main ship channel, between Long Bed and Kettle Point, for which $90,750 was appropriated, making the total estimated cost $698,528. The total amount expended on projects previous to the existing one was $1,859,480.35. The existing projects, adopted by the river and harbor act of June 25, 1910, are two in number, one in accordance with report printed in House Document No. 919, Sixtieth Congress, first session, providing for the removal to a depth of 25 feet of a triangular shoal area in the southeastern part of the harbor just north of Kettle Point, lim- ited on the east by the harbor line and on the north and west by the areas already dredged at an estimated cost of $184,800; and the other, in accordance with report printed in House Document No. 606, Sixty- first Congress, second session, provides for extending the 25-foot deep anchorage area to the western harbor line from just above Harbor Junction pier to Fields Point back to the harbor line and widening the present 400-foot channel between Kettle Point and Gaspee Point to 600 feet wide. with certain easement of bends, at an estimated cost of $459.000. The said act contains a provision that no part of this latter amount shall be expended until the Secretary of War shall have received satisfactory assurances that the city of Providence or other local agency will expend on the improvement of the harbor front an equal sum. The latter project of these two was placed under the continuing contract system, an appropriation of $25,000 being made, leaving a balance of $434,000 to be appropriated. No funds have been expended on the existing project. The expenditures during the fiscal year have been for dredging for maintenance of the depth in the harbor and in the approach channel. The mean rise and fall of the tide is 4.7 feet. The commerce of Providence Harbor, including 475,255 short tons entering and leaving Pawtucket River, was 3,814,982 short tons, valued at $106,141,560, consisting chiefly of coal, oil, chemicals, gen- eral merchandise, fish, and shell fish. It is proposed to apply the funds asked for to continuing work on the project adopted by the river and harbor act of June 25, 1910, for work between Kettle Point and Gaspee Point and on the western side of the harbor at and above Fields Point. The effect of the works of improvement under previous projects is to provide an anchorage area in Providence Harbor of about 283 acres and approach channels thereto, all with 25 feet depth, except that in some of the earlier portions of the work there has been some slight shoaling. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 85; also, House Document No. 919, Sixtieth Congress, first session, and House Document No. 606, Sixty-first Congress, second session. (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. RIVER AND HARBOR IMPROVEMENTS. i03 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. The effect of the improvement is stated in connection with the report on Providence Harbor. For reference to reports containing more extended information see Annual Report of the Chief of Engineers for 1905, page 85. July 1, 1909, balance unexpended 790.92 $----------------- Amount received from sale of maps------------------ 4. 46 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------- 75, 000. 00 111, 795. 38 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------------------------------------_ - 8, 039. 63 July 1, 1910, balance unexpended -- --- 103, 755. 75 July 1, 1910, outstanding liabilities_ 134. 84 July 1, 1910, balance available_-- - 103, 620. 91 Amount (estimated) required for completion of existing project _..a598, 800. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement _ ____-- -. a 300, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix C 8.) 9. Harbor at Coasters Harbor Island, Rhode Island.-Coasters Harbor Island lies off the northwestern part of the city of Newport, R. I. It is occupied by the United States Navy Department as a training station and site of the Naval War College. Between the years 1891 and 1893 a channel was dredged by the Government through the waterway separating the island from the city of Newport. The channel had filled up to a considerable extent, and with a view to restoring its usual depth and customary use, allot- ments were made January 8 and May 14, 1904, from the appropria- tion " Emergencies in river and harbor works," act of June 6, 1900, of $4,661.87, and act of June 13, 1902, of $8,338.13. Work was com- pleted during the fiscal year ending June 13, 1905, at a cost of $12,984.49. a Exclusive of the balance unexpended July 1, 1910. 104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total expenditures by the Engineer Department on the work up to this time has been $18,552.49. Shoaling was again reported in March, 1910, and an allotment of $150 was made from the appropriation of $500,000 provided by sec- tion 2 of the river and harbor act of March 3, 1909, to be applied to a survey of the locality with a view to the preparation of an esti- mate of the cost of the work required. The expenditures during the fiscal year were for making survey and preparation of the estimate. Amount allotted from the appropriation by river and harbor act ap- proved March 3, 1909, for emergencies in river and harbor works _.. $150. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -------------------------------------------68. 00 July 1, 1910, balance unexpended -------------------------------- 82. 00 (See Appendix C 9.) 10. Harbor at Newport, R. I.-This harbor is the main entrance to Narragansett Bay, and throughout the year it serves as an easily accessible harbor of refuge to foreign and coastwise commerce, and is a distributing point for tows of barges bound for Narragansett Bay points and points farther east; also as the harbor for the com- merce of the port. 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 project adopted in 1880 and modified in 1882, 1883, 1884, 1890, and 1895 provided for widening and deepening 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 extension of the 13-foot depth and 10-foot depth anchorage basins, and for dredging a channel 10 feet deep along the state harbor line southward to oppo- site the gas company's wharf; for the partial cutting off of the shoal spit at the southern end of Goat Island; 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 $244,695.71, 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, for the extension of the 13-foot anchorage area southward to the harbor line and the RIVER AND HARBOR IMPROVEMENTS. 105 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, which has been appropriated. The river and harbor act of June 25, 1910, modified the existing project in accordance with the plan printed in House Document No. 610, Sixty-first Congress, sec- ond session, so as to provide for an anchorage area 18 feet deep at mean low tide to extend from the channel eastward to the Newport harbor line, limited on the north by the city wharf and east and west prolongations of the line of its south face, and on the south by a line running in a general southwesterly direction from Perry Mill wharf, also by the removal of a portion of the shoal around the south end of Goat Island, at an estimated cost of $233,000. The total estimated cost of the existing prdject as modified is $483,900. The river and harbor act of June 25, 1910, appropriated $50,000 for the modification above stated, and authorized continuing con- tracts to the amount of $183,000 additional. The amount expended under the existing project, up to the close of the fiscal year ending June 30, 1910, was $196,733.87, by which the 1907 project was completed, with the exception of the removal of some areas of ledge rock, which were uncovered in dredging in the southern part of the harbor. During the year a careful survey of the rock areas in the southern part of the harbor was made. No expenditures have been made upon the modification of the project of 1910. There is now a channel 750 feet wide and 18 feet deep at mean low tide through the harbor and a largely increased anchorage area 13 feet deep at mean low tide. The mean rise and fall of the tide is 3.75 feet. As the improvement of this harbor has progressed there has been a large increase in the size and number of vessels using it. The com- merce for 1909 was about 239,924 short tons, principally fish, coal, and general merchandise, valued at $19,071,228. In addition to the local commerce it is estimated that 1,977,625 short tons, having a value of $26,676,512, passed through the harbor and used it as a harbor of refuge. It is not known that freight rates have been affected by the improvement. It is proposed to apply the funds asked for to the completion by dredging of the modification of the project authorized by the river and harbor act of June 25, 1910. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 87; also House Document No. 121, Fifty-eighth Congress, second session; House Document No. 438, Fifty-ninth Congress, second session; and House Document No. 610, Sixty-first Congress, second session. 106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended---------___-------------------- $66, 013.40 Amount received from sale of maps__ ----------------------- 2. 80 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------- 50, 000.00 116, 016. 20 June 30, 1910, amount expended during fiscal year, for works of improvement - ________ _-__ 11, 692.79 July 1, 1910, balance unexpended- 104, 323. 41 July 1, 1910, outstanding liabilities__ 550. 03 July 1, 1910, balance available________________ ____ 103, 773. 38 Amount (estimated) required for completion of existing project__ a 183, 000. 00 Amount required for 'xpenditure in fiscal year ending June 30, 1912, for works of improvement---------------------------- 183, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix C 10.) 11. Harbor of refuge at Point Judith, Rhode Island.-PointJudith is the southeastern extremity of the township of South Kingston, R. I., and marks the southwestern entrance to Narragansett Bay. A long ledge, known as "Squid Ledge," projects over a mile from the shore in a direction south by east about 1.5 miles west of the point. This location was dangerous for vessels to pass during a storm, especially for the light-built barges transporting coal from New York Bay points to Narragansett Bay. The existing project of September 19, 1890, provides for the con- struction at this point of a natural harbor of refuge nearly a square mile in area, by means of two stone breakwaters. The main break- water, built partly on Squid Ledge, is approximately V-shaped, facing outward in a direction about south by west, and lying at a considerable distance from the shore. Eastward of the main break- water a detached breakwater, nearly parallel to the line of the east- ern arm of the main breakwater prolonged shoreward, was planned to shelter the eastern entrance, 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 projected length, at an estimated cost of $444,311, and deferring the construction of the easterly detached breakwater as a part of the main project until the completion of the main break- water should demonstrate its necessity or otherwise. The river and harbor act of June 13, 1902, made a further modification by pro- viding for the construction 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, authoriz- ing an extension seaward of the easterly breakwater at an additional estimated cost of $186,248.20, making the total cost of this breakwater $570,000. The river and harbor act of June 25, 1910, adopted further a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR. IMPROVEMENTS. 107 modifications as set forth in House Document No. 911, Sixtieth Con- gress, first session, which provides for the construction of a detached westerly shore arm of the breakwater, the removal of the shoal spots and bowlders in the harbor and the addition of 5 feet to the height of the easterly short arm of the breakwater at an estimated cost of $921,502.80, making the total estimated cost of the project, $2,791,502.80. The sum of $1,814,343.75 had been expended orn this work up to June 30, 1910, of which $35,380.64 was for maintenance. By this ex- penditure 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 breakwater had been completed for a distance of 2,240 feet out from the high-water line on shore to about 30 feet depth of water. 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. The 18-foot area and the whole water-covered area has since been considerably reduced by shoaling in the western part. Proceedings for the condemnation of land required for the shore end of the easterly detached breakwater were in progress during the year. 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 have made an award of $7,100 for the land taken by the United States. The result of the improvement has been to create a harbor of refuge fairly suitable for sailing vessels and steamers, though the holding ground is poor, but not well suited for tows of barges, on account of the narrowness of the entrances, the direction of the enter- ing courses with respect to that of the worst seas, and the fact that the central part of the area is obstructed by a dangerous reef. About 30 feet can be carried at mean low water into the eastern and from 18 to 19 feet into the western entrance. The mean range of tide is 3.1 feet. Five hundred and eighty-three vessels used the harbor during the fiscal year. Of these there were 280 schooners, 113 sloops, 39 steam- ers, 64 tugs, 46 barges, 5 yawls, 17 steam yachts, and 19 sailing yachts. The storms of the past winter accompanied by high tides damaged the breakwaters to some extent, which will be' repaired. It is proposed to apply the funds asked for in constructing the westerly shore arm and in maintaining the breakwater by repairing damage done by storms. While the sum, named ($50,000) is prob- ably all that will actually be required for the next year's operations, the work can be prosecuted more economically and advantageously on a larger scale, and it is recommended that the appropriation of this amount in cash be supplemented by- a continuing-contract au- thorization covering such additional work in connection with the project as Congress may desire to make provision for at this time. It is estimated that $450,000 in addition to the cash appropriation of $50,000 will be needed for completing work on the westerly shore arm of the breakwater, the construction of which was authorized by the act of June 25, 1910. 108 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 89; also House Document No. 911, Sixtieth Congress, first session, and House Document No. 935, Sixtieth Congress, first session. July 1, 1909, balance unexpended__----------------------- $46, 219. 83 Amount appropriated by river and harbor act approved June 25, 1910------------- ---------------------------------------- 175, 000.00 221, 219. 83 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--- 20, 519. 97 July 1, 1910, balance unexpended- ---- 200, 699. 86 July 1, 1910, outstanding liabilities .- 86. 67 July 1, 1910, balance available---------------------------------200, 613. 19 Amount (estimated) required for completion of existing project___ a 756, 502. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance---------_ a 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 C 11.) 12. 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. Before improve- ment it was frequently cut off from the ocean. The improvement desired at this place by the people of the neigh- borhood is the widening and deepening of the present opening into the pond and the extension of jetties for the maintenance of such opening. The State of Rhode Island and the town of South Kingstown are making the opening into the pond. No general project for the improvement of this channel has been formed. The appropriations of $7,500 made in 1892, $2,500 in 1894, and of $2,000 in 1905 were expended in extending and strengthening the western jetty, originally built by the State, for the expenses of the Board of Engineers authorized by river and harbor act of June 13, 1902, and for surveys. 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 cur- rents. No dredging through this bar would be permanent without 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- a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 109 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 made it necessary to use the state money in an effort to check this wash. In the spring of 1909 it was found that a portion of the bar at the inner end of the channel had been carried farther into the pond, leav- ing a crooked channel through it, and still leaves a bar at the inner end of the new channel with about 3 feet of water on it at mean low water. The mean range of tide is 3.1 feet. No part of the 1907 appropriation of $8,000 for dredging has as yet been used. The total expenditures to June 30, 1910, was $12,000, resulting in improving the entrance to the extent stated above. The locality is not deemed worthy of further improvement at present. The commerce of the pond is very small and consists mainly of oysters caught in the Point Judith Pond, which are shipped by rail. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 90, and House Document No. 79, Sixty-first Congress, first session. July 1, 1909, balance unexpended -- _____________________________ $8, 000. 00 July 1, 1910, balance unexpended_____________________________ 8, 000. 00 (See Appendix C 12.) 13. 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 was 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 on the eastern side of the island for a harbor for medium- draft vessels, this work being completed 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 com- pleted in 1884. In 1884, $15,000 was appropriated for additions to the breakwater, this money being so spent and the work completed in 1884-85. The project of 1884, as modified in 1888, provided for the con- struction of a harbor of refuge consisting of an inclosed inner harbor 800 feet square, protected by an L-shaped breakwater, for small ves- sels, and an exterior harbor for larger ones, protected by the original breakwater, 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 $400,575.17. 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. 110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The sum of $128,894.72 had been expended on the existing project up to June 30, 1910, of which $28,705.80 was for maintenance. By this expenditure the existing project had been completed, 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 inner harbor had been strengthened and repaired. The accumulation of sand along the inner side of the original breakwater, as noted for a number of years, continues, and $12,500 was allotted from the appropriation made by the river and harbor act of March 3, 1909, for maintenance, which was used during August, September, and October, 1909, in dredging to 10 feet depth at mean low water over the shoaled area. The improvment 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 inclosed inner harbor. The commerce of this harbor in 1909 amounted to 10,439 short tons, chiefly fish and general merchandise, valued at $499,004. It is proposed to apply the funds asked for to maintaining the breakwater and for maintaining the depth in the protected area by dredging. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 91, and House Document No. 828, Sixtieth Congress, first session. July 1, 1909, balance unexpended $12, 643. 61 Amount appropriated by river and harbor act approved June 25, 1910 _____ ___--_ 12, 500. 00 25, 143. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement 10, 722. 33 July 1, 1910, balance unexpended 14, 421. 28 July 1, 1910, outstanding liabilities 15. 00 July 1, 1910, balance available___ 14, 406. 28 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------ a12, 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 13.) 14. 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 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 111 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 feet 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, 1910, $206,266.78 had been expended by the General Government on the existing project, of which $17,230.13 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 com- pleted, 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 halfway through. The 18-foot depth had been dredged to a width of 300 feet. During the last fiscal year the dredge Gedney was engaged for a few days in dredging the entrance to the Great Salt Pond, but stones carried through the pumps broke the cast-iron shell of one of them and the dredge was transferred to other work until the cast-iron parts could be replaced with cast steel. The work required to complete the existing project is for the purpose of extending the benefits of the improvement. The commerce of this harbor amounts to 8,229 short tons, chiefly of fish and general merchandise, valued at $516,315. During the summer season a large number of passengers are carried to Block Island through this harbor. So far as known there has been no effect produced on freight rates by the improvement. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 92, and House Document No. 313, Sixty-first Congress, second session. July 1, 1909, balance unexpended 520. 11 $----------13, Amount appropriated by river and harbor act approved June 25, --------------- ---------------------------------------- 1910___ 30, 000. 00 43, 520.11 June 30, 1910, amount expended during fiscal year, for maintenance of improvement 7, 286. 89 July 1, 1910, balance unexpended------------- 36, 233. 22 Amount (estimated) required for completion of existing project -.. a 75, 000. 00 (See Appendix C 14.) 15. Removing sunken vessels or craft obstructing or endangering navigation-Schooner Jennie French Potter, schooner Charles J. Willard, barge West Virginia, barge Shenandoah, schooner Merrill C. Hart, schooner Nettie B. Dobbin.--(a) Schooner Jennie French Pot- a Exclusive of the balance munexpended July 1, 1910. 112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ter, a five-masted wooden schooner, was sunk on Half Moon shoal, at the eastern end of Horseshoe shoal, about 11 miles north-northeast of Cross Rip light-ship, Nantucket Sound, Massachusetts. The wreck was reported as a dangerous obstruction to navigation; removal recommended June 28 and completed August 25, 1909. Total cost of removal, $1,616.93: (b) Schooner Charles J. Willard, sunk in 8 fathoms of water 11 miles SW. by S. from Cuttyhunk light-house, Massachusetts. The wreck was reported as a dangerous obstruction to navigation; removal recommended October 2 and completed December 6, 1909. Total cost of removal, $453.95. (c) Barge West Virginia, sunk in 10 fathoms of water 1 miles S. by E. E. from Pollock Rip Shoals light-vessel, Massachusetts. The wreck was reported as a dangerous obstruction to navigation; removal recommended October 18 and completed December 19, 1909. Total cost of removal, $951.27., (d) Barge Shenandoah, sunk in 4 fathoms of water 11 miles SE. E. from Shovelful Shoal light-vessel, Massachusetts. The wreck was reported as a dangerous obstruction to navigation; removal recom- mended November 4, 1909, and completed in February, 1910. Total cost of removal, $608.65. (e) Schooner Merrill C. Hart, sunk in collision with barkentine John S. Bennett, which vessel also sank, in about 22 fathoms of water in Block Island Sound, Rhode Island, between 5 and 6 miles SW. I S. from Point Judith whistling buoy. Wreckage reported as a danger- ous obstruction to navigation; removal recommended November 10 and completed November 16, 1909. Total cost of removal, $144.93. (f) Schooner Nettie B. Dobbin, sunk in 6 to 7 feet of water on the north shore of Nantucket Island, about 1 mile west 180 south (true) from the outer end of the west jetty at entrance to Nantucket Harbor, Massachusetts. The wreck was reported as a dangerous obstruction to navigation, removal recommended June 1, 1910, authorized June 4, work of removal commenced June 20, and completed June 29, 1910. Total cost of removal, $444.05. (See Appendix C 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and survey required by the river and harbor act of March 3, 1909, 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 inner harbor, Great Salt Pond, Block Island, Rhode Island, with a view to widening the present channel and providing increased anchorage.-Report dated August 23, 1909, is printed in House Document No. 313, Sixty-first Congress, second session. The locality is not considered worthy of improve- ment by the General Government. 2. Preliminary examination and survey of Providence River and harbor,Rhode Island, with a view to widening and straightening the RIVER AND HARBOR IMPROVEMENTS. 113 channel between Kettle Point and'Gaspee Point, etc.-Reports dated May 3, 1909, and January 13, 1910, respectively, are printed in House Document No. 606, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $459,000 is presented. 3. Preliminaryexamination and survey of Newport Harbor, Rhode Island, with a view to the modification and enlargement of the exist- ing projects as indicated in PlansB and C contained in House Docu- ment No. 438, Fifty-ninth Congress, second session.-Reports dated April 17 and December 18, 1909, respectively, are printed in House Document No. 610, Sixty-first Congress, second session. A plan for improvement is presented estimated to cost $233,000. 4. Preliminary examination and survey of Little Harbor, Woods Hole, Massachusetts, with a view to its improvement by dredging.- Reports dated March 31 and October 27, 1909, respectively, are printed in House Document No. 692, Sixty-first Congress, second ses- sion. The locality is not considered worthy of the further improve- ment proposed, but attention is invited to the views of the Depart- ment of Commerce and Labor as to the desirability of further im- provement of Little Harbor for the use of the Light-House Estab- lishment. 5. Preliminary examination and survey of Fall River Harbor, Massachusetts, with a view to providing an anchorage area of a depth of 25 feet, etc.-Reports dated April 30 and December 29, 1909, re- spectively, are printed in House Document No. 778, Sixty-first Con- gress, second session. A plan for improvement at an estimated cost of $143,000 is presented. The district officer was also charged with the duty of making a preliminary examination and survey of Nantucket Sound, Massa- chusetts, with a view to the removal of the northerly end of Stone Horse shoal, and of such portions of Bearse shoal and Pollock Rip shoal as may be necessary, provided for by the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW LONDON, CONNECTICUT, DISTRICT. This district was in the charge of Lieut. Col. Harry Taylor, Corps of Engineers. Division engineer, Col. John G. D. Knight, Corps of Engineers, to December 4, 1909, and Col. W. M. Black, Corps of Engineers, since that date. 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 5J and 7 feet and widths of 75 and 200 feet, respectively. The expenditure on the original projects was $97,500.01. 56932-ENG 1910--8 114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 miles, 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 ap- propriation 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 removed in January and February, 1906, at a cost of $865.82. On this project $77,999.99 had been expended to June 30, 1910. therewith completing the section 40 feet wide along the wharves of Westerly, extending the 100-foot channel downstream 1,800 feet, making a channel through Little Narragansett Bay 100 feet wide and 10 feet deep and extending the 100-foot channel upstream to within 2,000 feet of the channel extended downstream from West- erly. Of this amount $15,080.41 was applied to maintenance. The project is about 30 per cent completed. The maximum draft, which could be carried June 30, 1910, was 10 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 future appropriations will be applied toward maintenance and the completion of the project. The reported commerce for 1909 was 60,724 short tons, valued at $280,504.09. July 1, 1909, balance unexpended-__ _ $5, 905. 03 Amount appropriated by river and harbor act approved June 25, 1910 - - --- 15, 000. 00 20, 905.03 June 30, 1910, qmount expended during fiscal year, for works of improvement _ -- 5, 905. 03 July 1, 1910. balance unexpended 15, 000. 00 Amount (estimated) required for completion of existing project___ a123, 342. 01 (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 14 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. Be- tween 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. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 115 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 annum for maintenance. For map see House Document No. 392, Fifty-sixth Congress, first session. Up to June 30, 1910, $141,400 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 channel, 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, and the river and harbor act of June 25, 1910, further modified this project in accordance with report printed in House Document No. 329, Sixtieth Congress, first session, which pro- vides for restoring the present project depth of 12 feet in Shaws Cove, New London Harbor, and for an increase in the harbor depth to 15 feet at low water, at an estimated cost of $12,000, with $3,000 every ten years for maintenance. Reference to reports on examination and survey made in pursu- ance of act of March 2, 1907, will be found on page 122 of report for 1908. The reported commerce of this port for the year 1909, principally steamboat freight, coal, cotton, oil, and building material, and ex- clusive of that pertaining to Shaws Cove and Thames River, was 707,768 short tons, valued at $80,247,609. July 1, 1909, balance unexpended______ $2, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910___ 12, 000. 00 July 1, 1910, balance unexpended_________________________----------------------- 14, 000.00 (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, 116 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project, adopted June 23, 1866, and modified in 1879, 1882, 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. The river and harbor act of June 25, 1910, modified this project in accordance with report printed in House Document No. 397, Sixty- first Congress, second session, which provides for the removal of rocks and other obstructions in Shetucket River, Connecticut, at an esti- mated cost of $1,500, which amount is authorized to be expended from the appropriation of $11,500 made by the said act for Thames River. Up to June 30, 1910, $472,438 had been expended on this project and its modifications, of which $32,594.81 had been applied to main- tenance. The project had been completed, except that part of the channel between Allyns Point and Norwich was somewhat deficient in width. Mean range of tide is 2.6 feet at New London and 3.1 feet at Norwich. The balance on hand and future appropriations 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, and steamboat freight. The re- ported tonnage for 1909 was 522,829 short tons, valued at $7,619,010, including 25,104 short tons, valued at $105,483, for Shaws Cove com- merce. 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 carried except for the increased depths thus obtained. July 1, 1909, balance unexpended _________________________- $15, 448. 24 September 20, 1909, amourit recovered from defaulting contractor___ 200. 00 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------- 11, 500. 00 27, 148. 24 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 286. 24 July 1, 1910, balance unexpended- ------ 26, 862. 00 (See Appendix D 3.) 4. Connecticut River between Hartford, Conn., and Holyoke, Mass.-This portion of the river is 34 miles long, and is naturally divided into three distinct sections. From Hartford to the foot of Enfield Rapids, 10 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 upstream 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, RIVER AND HARBOR IMPROVEMENTS. 117 has been constructed by private enterprise as part of a water-power development scheme. 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 1878, pages 248-391. Examinations and surveys with a view to future permanent improve- ment have been made under the river and harbor acts of June 3, 1896, June 13, 1902, March 3, 1905, March 2, 1907, and March 3, 1909. The reports are printed in House Documents No. 136, Fifty-fifth Congress, second session; No. 231, Fifty-eighth Congress, third ses- sion; No. 323, Fifty-ninth Congress, second session; No. 1311, Sixtieth Congress, second session; and No. 818, Sixty-first Congress, second session, respectively. After considering the data obtained in all the foregoing surveys, the Board of Engineers for Rivers and Harbors, in report dated March 14, 1910 (printed in H. Doc. No. 818, 61st Cong., 2d sess.), recommended the adoption of the plan presented in Document No. 323, Fifty-ninth Congress, second session, at an estimated cost of $1,015,600, with $10,000 annually for maintenance, under the fol- lowing conditions: That a suitable lock and dam for surmounting the Enfield Rapids be con- structed by private or corporate interests, free of cost to the United States. That navigation through said lock shall be free from any toll or charge. That those constructing the lock and dam assume all responsibility for claims for damages that may arise from flowage rights, from injury to water power, or from any other source. That after construction the lock shall become the property of the United States and shall be maintained and operated at the expense of the Federal Government. The amount expended on the survey authorized by the act of March 3, 1905, was $22,838.47, and the amount expended from the appropriation of March 2, 1907, up to June 30, 1910, was $397. No permanent benefit has resulted from the work thus far done. July 1, 1909, balance unexpended .$5. 001. 72 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------- 83.45 July 1, 1910, balance unexpended_ 4, 918. 27 (See Appendix D 4.) 5. Connecticut River below Hartford, Conn.-This section of the river, extending from Long Island Sound to Hartford, is 50 miles long. Before beginning improvement the available depth over Say- brook bar at the mouth of the river was 7 feet, and thence to Hart- ford 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 had been dredged 50 feet wide and 1,500 feet long, at a cost of 118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $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- Completing Saybrook jetties -- $60, 000 Dredging channel between them 20, 000 Raising Hartford dike _ 50, 000 Total-_ 130, 000 and $10,000 annually for dredging for maintenance. For scope and history of the modifications, see pages 120 and 121, Annual Report of the Chief of Engineers for 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, 1910, $614,604.06 had been expended on this im- provement, of which $352,093.54 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 completion of the annual dredging. The maximum draft which could be carried at mean low water over the shoalest river bar on June 30, 1910, was 9 feet. The mean rise of tide is 3.6 feet at Say- brook 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 1909 amounted to 614,780 short tons, mainly coal, steamboat freight, stone, and lumber, valued at $27,162,737. 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. 119 The available balance and future appropriations will be applied to maintenance and continuing work on the approved project. July 1, 1909, balance unexpended------------------------------ $21, 398. 19 April 8, 1910, amount allotted from appropriation for " Emergencies in river and harbor works," act of March 3, 1909-------------- 10, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 36, 000. 00 67, 398. 19 June 30, 1910, amount expended during fiscal year: For works of improvement $10, 367. 90 For maintenance of improvement_ 13, 935. 92 24, 303. 82 July 1, 1910, balance unexpended 43, 094, 37 July 1, 1910, outstanding liabilities_ 2, 866. 55 July 1,' 1910, balance available_ 40, 227. 82 July 1, 1910, amount covered by uncompleted contracts_ 3, 747. 04 Amount (estimated) required for completion of existing project.... a 63, 601. 60 (See Appendix D 5.) 6. Eightrnile River, Connecticut.-Eightmile River empties into the Connecticut River from the east about 8 miles above the mouth of the Connecticut River at Saybrook Point. For a distance of about 1,700 feet from its mouth a channel 50 feet wide and 9 to 10 feet deep at low water existed; thence to Hamburg Cove, a distance of 200 feet, there was a depth of 6- feet, and in the cove depths of from 15 to 25 feet. At the inner end of the cove the channel became nar- row, and from this point to the town of Hamburg, a distance of three- fourths of a mile, navigation was obstructed by shoals. This locality has never before been under improvement by the General Govern- ment. The mean rise of tide is about 3 feet. The project adopted by the river and harbor act of June 25, 1910, provides for securing a channel having a depth of 8 feet and a width of 75 feet from deep water in the Connecticut River to Hamburg, with a small turning basin at the inner end of the channel, in ac- cordance with plan printed in House Document No. 327, Sixtieth Congress, first session. The estimated cost of completing the project was $9,000. Up to June 30, 1910, nothing had been expended on this project. The balance on hand will be applied to the completion of the project. No record was obtained of the commerce of this river for the year 1909. Amount appropriated by river and harbor act approved June 25, 1910_ $9, 000. 00 July 1, 1910, balance unexpended--- -------- ------------ 9, 000. 00 (See Appendix D 6.) 7. Harbor of refuge at Duck Island Harbor, Connecticut.-Duck Island Harbor is a small bay on the north shore of Long Island Sound, about 7 miles west of the mouth of the Connecticut River and approximately midway between the harbors of New London and New Haven. The distance from Kelseys Point, on the west side of Duck Island Harbor, to Menunketesuck Point, on the east side, is about 2 a Exclusive of the balance unexpended July 1, 1910. 120 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. miles, and the distance from the straight line joining these two points to the high-water line in the middle of the harbor is very nearly seven-eighths of a mile. Duck Island, which lies just outside of the straight line joining the two points named above, has a width, east and west, of about 250 feet, and a length, north and south, of about 800 feet. The mean rise of tide is 3.8 feet. In its original condition practically no shelter was afforded by this harbor in winds from the east around through the south to the west. Good protection was afforded from all winds coming from the north. The bay afforded good anchorage depths. The original project for this improvement, which was adopted by the act of September 19, 1890, provided for the construction of three riprap breakwaters of 3,000, 1,750, and 1,130 feet in length, respec- tively, inclosing and sheltering an area of about 115 acres with two entrances. The projected height of the breakwater was 10 feet above low water; width on top, 10 feet; slopes, 2 on 3 on the outside and 1 on 1 on the inside. The estimated aggregate cost was $463,540. Under this project $120,202 was expended to June 30, 1910, of which $5,334.10 was for maintenance, and 2,697 linear feet of the longest breakwater had been built, but with reduced cross section, this break- water extending westwardly from Duck Island to a low-water depth of 17 feet. The river and harbor act of June 25, 1910, authorized the following changes, in accordance with plan printed in House Document No. 398, Sixtieth Congress, first session: The omission of two of the breakwaters originally planned to partially close the entrance be- tween Duck Island and Menunketesuck Point; the omission of the additional length originally planned for the breakwater extending westwardly from Duck Island; the construction of a breakwater ex- tending northwardly from Duck Island, a distance of about 1,100 feet; and the construction of a breakwater extending southwardly from Stone Island, just south of Kelseys Point, a distance of 3,750 feet; the three breakwaters to be 8 feet wide on top, 9 feet high above mean low water, with side slopes of 2 on 3 except on the north- erly side of the breakwater, extending westwardly from Duck Island and the westerly side of the breakwater, extending northwardly from Duck Island. where the slopes would be 1 on 1. The estimated cost of completing the modified project at the time of its adoption was $350,000, with $5,000 once in ten years for maintenance. For maps see Annual Report of the Chief of Engineers for 1887, page 655, and House Document No. 398, Sixtieth Congress, first session. The project as modified 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 con- venient to seek shelter at this locality, but the value of this commerce can not be satisfactorily estimated. During the year 1909, 800 ves- sels were reported as having anchored in the harbor, which in its present condition affords a very small percentage of the shelter which it will afford when completed. In view of the importance of this improvement and the character of the work, provision should be made for the completion of the project and a contract authorization of $190,000 is recommended in addition to the appropriation asked for the fiscal year 1912. RIVER AND HARBOR TMPROVEMENTS. 121 July 1, 1909, balance unexpended ----------------------------- $3, 892. 75 Amount appropriated by river and harbor act approved June 25, 1910_-------------------------------------------------------_ 60, 000.00 63, 892. 75 June 30, 1910, amount expended during fiscal year, for works of improvement_- 3, 892. 75 July 1, 1910, balance unexpended _ - 60, 000. 00 Amount (estimated) required for completion of existing project___ a 290, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ___ ___ ____-__-.___ __.. a 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix D 7.) 8. 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 original and present project, adopted by the act of June 13, 1902, and modified by the act of March 2, 1907, provides for an 8f-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 8z-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, 1910, from the entrance of the harbor to the head of the proposed channel was about 7 feet at mean low water in the lower harbor and 8 feet in the river. The mean rise of tide is about 6.5 feet. a Exclusive of the balance unexpended July 1, 1910. 122 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 report of 1908. The amount expended on this project to June 30, 1910, was $11,- 343.13, of which $1,805.68 was for maintenance. The commerce of this harbor is mainly coal, coke, sand, pig iron, iron ore, and lumber. The tonnage reported for 1909 amounted to 40,880 short tons, valued at $269,772.80. The available balance and future appropriations will be applied to maintenance of the improvement. July 1, 1909, balance unexpended______________________________ $1, 778.37 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000. 00 3, 778. 37 June 30, 1910, amount expended during fiscal year, for maintenance of improvement __________________________ ________121. 50 July 1, 1910, balance unexpended 3, 656. 87 July 1, 1910, outstanding liabilities___ 5. 35 July 1, 1910, balance available__ 3, 651. 52 (See Appendix D 8.) 9. New Haven Harbor, includirig West River, Connecticut.-New Haven Harbor is formed by a bay on the north side of Long Island Sound, which extends 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 available depth of 13 feet. The harbor entrance was partly obstructed by several sunken rocks. In Quinnipiac River the avail- able 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 navi- gation 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 project adopted by the act of March 3, 1899, provided for a channel 20 feet deep, 400 feet wide, and 4 miles long from Long RIVER AND HARBOR IMPROVEMENTS. 123 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- 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, exclusive of maintenance, amounts to $280,073.90, being less than the authorized cost of the project by $64,926.10. For reference to maps and further details regarding the harbor and projects, see Annual Report of the Chief of Engineers, 1904, page 94. West 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 Kimberly 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 project adopted by the river and harbor act of March 3, 1905, for improvement of West River, 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 maintenance. 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 river and harbor act of March 2, 1907, consolidated the im- provement of West River with that of the main harbor, of which the former is a branch. The river and harbor act of June 25, 1910, modified the project in accordance with report printed in House Document No. 1159, Sixtieth Congress, second session, so as to provide for deepening the 12-foot anchorage basin to 15 feet, dredging a channel 100 feet wide and 12 feet deep from the 12-foot anchorage basin toward Brewery street about 1,500 feet, and the removal of certain obstructing rocks in Morris Cove, at an estimated cost of $68,000, which amount is appropriated by the act. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1910, was $368,045.26, of which 124 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $56,338.45 was for maintenance. Of the amount reported expended on existing project, $38,500 was expended on West River prior to its consolidation with the general project. The project of 1899 for the main harbor is about 80 per cent com- pleted and the channel in West River contemplated by the project of 1905 completed. The maximum draft which could be carried June 30, 1910, 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; and up West River to Kimberly avenue 9 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 1909 was 1,429,809 short tons, valued at $97,561,794.04. The available balance will be applied to maintenance and to con- tinuing the approved project. July 1, 1909, balance unexpended------------------------------- $19, 853. 17 Amount appropriated by river and 'harbor act approved June 25, 1910 ------------------------------- (68,000. 00 87, 853. 17 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__________________________ 18, 020. 19 July 1, 1910, balance unexpended- - 69, 832. 98 Amount (estimated) required for completion of existing project ___ a64, 926. 10 (See Appendix D 9.) 10. Breakwaters at New Haven, Conn.-The original project for this work, authorized by act of March 3, 1879, and approved January 31, 1880, and modified by act of September 19, 1890, in accordance with plans given in Annual Report of the Chief of Engineers, 1889, page 678, provided for a harbor of refuge at the entrance to New Haven Harbor, to be made 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 Ludington rock, in a direction south 54 ° west across the rock; one about 4,200 feet long, extending northwesterly from a point 6,000 feet south 54 ° west from Ludington rock; and one about 1,200 feet long, extending 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 begin- ning, in 1880, was $2,151,134. April 21, 1910, the Chief of Engineers approved a revision of this project that provided for the omission of the Morgan Point break- a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 125 water, the omission of any further extension of the middle break- water, and a reduction of the outer slope of all the breakwaters from 1 on 2 to 1 on 11. The estimated cost of completing the revised project, at the time the revision was approved, was $135,000, exclusive of appropriations made prior to that date, or $1,264,000 from the beginning of the work. 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 the Chief of Engineers, 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 1899, 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 3,603 feet of the west breakwater had been completed. The project is about 80 per cent completed. The total expenditure to June 30, 1910, was $1,115,018.57, 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 1909 some 5,670 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 completion of the project as modified. 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 been appropriated; such a contract was entered into June 11, 1907. Work under this contract was begun September 4, 1907, and completed June 30, 1910. July 1, 1909, balance unexpended_ _ ______ $124, 544. 89 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 100, 000. 00 224, 544. 89 June 30, 1910, amount expended during fiscal year, for works of improvement ------ ----------------------------- 110, 563. 46 July 1, 1910, balance unexpended_ 113, 981.43 July 1, 1910, outstanding liabilities 11, 928. 71 July 1, 1910, balance available------------------- 102, 052. 72 Amount (estimated) required for completion of existing project___ a35, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ------------------------ a35, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix D 10.) a Exclusive of the balance unexpended July 1, 1910. 126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. The 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 channel 4 feet deep and 100 feet wide across the bar, the whole esti- mated to cost $85,000. This project was modified in 1878 and 1879 to provide 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, for 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 Merwins 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 Merwins wharf to the straw works wharf, 90 feet wide and 6 feet deep. The estimated cost for maintenance was $1,000 biennially. The first cost of the improvement was subsequently ascertained to be $25,000. The amount expended on this project to June 30, 1910, is $23,673.46, of which $23.84 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 2. 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 Merwins 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 RIVER AND HARBOR IMPROVEMENTS. 127 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. A re- examination with a view to modification of the project along the lines recommended by the district officer is desirable. The available balance and future appropriations will be applied to maintenance of the improvement. On June 30, 1910, a low-water draft of 9 feet could be carried over the bar and up as far as Merwins wharf, thence 6 feet draft to a point about 500 feet above the town dock, and thence draft of about 2 feet can be carried to the straw works dock. No navigation is prac- ticable 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 1909 amounted to 22,617 short tons, valued at $319,559. July 1, 1909, balance unexpended_____------------------------ $1, 326. 54 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000. 00 ------- July 1, 1910, balance unexpended______________ _____ 3, 326. 54 (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 of 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 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, extending 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 under the act of August 11, 1888, and work on the break- water was begun July 10, 1889. In 1893 the project was further modified to provide for building a small dike in the river below Stratford, 128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, $277,450 had been expended on this project, of which $78,751.03 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, 1910, 7 feet draft at mean low water could be carried across the outer bar, and thence 5- feet 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 in- stead 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 principally coal and building materials. A con- siderable quantity of oyster shells is shipped from near the mouth of the river. The reported tonnage for the calendar year 1909 was 81,485 short tons, valued at $472,088.76. The available balance and future appropriations will be applied to redredging at the bar channels where needed, and in continuing work on the breakwater. July 1, 1909, balance unexpended-_ $5, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 20, 000.00 25, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement___------------------ 5, 000. 00 July 1, 1910, balance unexpended- -------- 20, 000. 00 Amount (estimated) required for completion of existing project _ a 61, 325. 58 (See Appendix D 12.) 13. Bridgeport Harbor, Connecticut.-This consists of a shallow bay, about 1 mile wide at the mouth and 1i 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 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 129 miles to the westward. Both harbors are inner portions of a large bay of Long Island Sound lying between the eastern part of Strat- ford 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 capacity 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 orne-half 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 between 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. 0 56932 -ENG 1910-9 130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Fifth. Johnsons River channel, from the main channel to the head of navigation, about 1 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 1i 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, complet- ing 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, 1909, 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 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 work authorized. Of this amount, $165,000 has been appropriated. At the time the original estimate for the part of the project adopted by the act of March 2, 1907, was made the possible application of the eight-hour law to dredging was taken into consideration and the unit price for this class of work increased 50 per cent on this account. As the eight-hour law was held not to apply to dredging, it was let at prices much below the estimate, and in March, 1910, the estimated cost of the 1907 part of the project was reduced $163,000, or to $300,000 from the beginning. Reports of examination and survey containing the 1907 part of the project are printed in House Documents Nos. 275 and 521, Fifty- ninth Congress, second session. The river and harbor act of June 25, 1910, authorized the extension of the 18-foot channel up the Poquonock River to a point 1,500 feet below the head of the improved channel, widening the channel, and cutting off certain bends: the deepening of the channel in Black Rock Harbor and Cedar Creek to 12 feet, with slight widening at some of the bends; and for extending the dredging to the 12-foot contour in Long Island Sound, all at an estimated cost of $90,000, with $6,000 annually for maintenance after completion, in accord- RIVER AND HARBOR IMPROVEMENTS. 131 ance with plan printed in House Document No. 751, Sixty-first.Con- gress, second session. Contracts for the completion of the work authorized by the act of March 2, 1907, have been made. The breakwaters and the 12-foot anchorage basin have been completed, the main channel deepened to 22 feet, and the 22-foot anchorage basin dredged to' a depth of about 16 feet over its entire area. The amount expended on the project of 1907 to June 30, 1910, was $219,305.61, of which $3,355.73 was applied to maintenance. The maximum draft that could be carried June 30, 1910, through the improved channels at mean low tide is about 22 feet through the main channel from the outer end in as far as the inner breakwater, thence 17 feet to the lower bridge; in the Poquonock 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 navigation 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 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 1909 was 1,117,131 short tons, valued at $39,491,627. 82. July 1, 1909, balance unexpended------------------------------ $140, 453. 18 Amount appropriated by river and harbor act approved June 25, 1910 --- -. 100, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910__ 25, 000. 00 265, 453. 18 June 30, 1910, amount expended during fiscal year: For works of improvement__ $87, 825. 74 For maintenance of improvement ---------------- 412.09 88, 237. 83 July 1, 1910, balance unexpended--_ 177, 215. 35 July 1, 1910, outstanding liabilities - -- --------- 15, 156. 66 July 1, 1910, balance available_ ------------ 162, 058. 69 July 1, 1910, amount covered by uncompleted contracts- 27, 058. 69 (See Appendix D 13.) 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 sum of $80 was expended in the year 1829 in making a survey of the harbor in accordance with the act of Congress approved March 2 of that year. 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 132 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel 100 feet wide and 8 feet deep from the outer harbor to South Norwalk, and thence 6 feet deep to Norwalk. This project was con- sidered completed in 1892 at a cost of $83,000, although portions of the channel between Norwalk and South Norwalk were only 60 feet wide. The act of August 18, 1894, appropriated $15,000 for im- proving the inner harbor, and indicated the points where work was to be done. In accordance therewith a project was adopted for re- moving to 6 feet depth the shoal at Ferrys Point, below Norwalk, and, if funds permitted, for widening with depth of 9 feet the bend at Keysers Island, near the river mouth. This project was com- pleted 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 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. Channels of the full dimensions called for by this project were completed September 19, 1908. The amount expended on this pro- ject to June 30, 1910, was $53,469.81, of which $9,364.79 was ex- pended for maintenance. The maximum draft that could be carried at low water June 30, 1910, to the South Norwalk docks was 10 feet, to the Norwalk docks 8 feet, and to the East 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 and future appropriations will be applied 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 of these items the improvement has effected a material reduction in freight rates. The reported tonnage for calendar year 1909 amounted to 222,787 short tons, valued at $2,320,577.73. July 1, 1909, balance unexpended------------------------------$10, 536. 57 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------------------- 4, 000. 00 14, 536. 57 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------- 506. 38 July 1, 1910, balance unexpended---- 14, 030. 19 July 1, 1910, outstanding liabilities---------,,- 3, 103. 17 July 1, 1910, balance available_ ....... - -------.. 10, 927. 02 (See Appendix D 14.) RIVER AND HARBOR IMPROVEMENTS. 133 15. Harbors at Fivemile River, Stamford, Southford 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, 1910, $39,790.44 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 7 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. 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 1909 amounted to 22,265 short tons, valued at $420,554. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 000. 00 July 1, 1910, balance unexpended____________ ____ ____ __ 5,000. 00 Amount (estimated) required for completion of existing project__ _ 9, 300. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__________________________ (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. (b) Stamford Harbor.-This harbor 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 a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 137. 134 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 channiel 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, 1910, $128,260.53 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, 1910, 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. Future appropriations will be applied toward maintenance and completion of the project. The commerce of this harbor consists mainly of coal, lumber, sand, stone, and steamboat freight. The tonnage reported for calendar year 1909 amounted to 264,615 short tons, valued at' $10,522,311.45. The improvements made have rendered it possible for the steamers to run on schedule time, and to enter the harbor at any stage of tide, which they were unable to do previously, and have materially reduced freight rates. Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ------------------------------ $32, 000. 00 July 1, 1910, balance unexpended_--------------------------- 32, 000.00 (c) Southport Harbor.-Thisharbor 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 entrance 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 RIVER AND HARBOR IMPROVEIVIENTS. 185 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 maintenance $300, to be expended biennially, but on account of the development of two additional outcroppings of ledge during the dredging it became evident that this estimate would be greatly ex- ceeded before the work could be completed, and in 1906 the estimated cost was increased 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. Up to June 30, 1910, $20,348.51 had been expended on this project, of which $1,677.53 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; two points of ledge rock had been removed, and the breakwater repaired. About 65 per cent of the project is completed. 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 42 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. Future appropriations will be applied toward maintenance and completing the project. The commerce of this harbor consists mainly of oysters, coal, and general merchandise. The reported tonnage for calendar year 1909 amounted to 6,912 short tons, valued at $76,420. The effect of the improvement on freight rates, if any, is not known. Amount allotted from appropriation made by river and harbor act approved June 25, 1910_________ ___________ _________ $500. 00 July 1, 1910, balance unexpended----_ _----------__ ____-- ----- - 500.00 Amount (estimated) required for completion of existing project___ a 13, 111. 00 (d) Greenwich Harbor.-This harbor 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 rapidly to 3 feet 1,000 feet above and to about plus 2 feet 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 Engineers, 1895, gives a report of examination upon which the project is based. Up to June 30, 1910, $21,096.53 had been expended on this project, of which $4,079.34 had been for maintenance. This project was completed September 23, 1905. The work done has enabled vessels to enter the harbor with 9 feet draft at low tide, a Exclusive of the balance unexpended July 1, 1910. 136 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. thus permitting the regular steamer to make trips without waiting for tide. Above the steamboat dock a draft of 6 feet can be carried at low tide to the head of navigation. The mean rise of tide is 7.5 feet. Future appropriations will be applied to maintenance of the im- provement. The commerce of this harbor consists mainly of coal, lumber, build- ing material, and general merchandise. The reported tonnage for calendar year 1909 amounted to 79,727 short tons, valued at $8,884,960. The effect of the improvement on freight rates, if any, is not known. July 1, 1909, balance unexpended- --- ---- $5. 93 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910 _________________________________ 2, 000. 00 2, 005. 93 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------------ 5. 93 July 1, 1910, balance unexpended --------------------------------- 2, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (e) Westport Harbor and Saugatuck River, Connecticut.-Forde- scription 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, 1910, was $15,270.99, of which $109.44 was for maintenance. The 4-foot channel had been com- pleted to Westport, the 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 completed. The mean rise of tide is about 7 feet. a See consolidated money statement on page 137, RIVER AND HARBOR IMPROVEMENTS. 137 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. The commerce comprises mainly coal and steamboat freight. The tonnage reported for calendar year 1909 was 12,873 short tons, valued at $50,609.80. The effect of the improvement on freight rates, if any, is not known. Amount allotted from appropriation made by river and harbor act approved June 25, 1910-__ ______ ___ _ $500. 00 July 1, 1910, balance unexpended - ____ 500. 00 Amount (estimated) required for completion of existing project -- a 3, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended --------------------------------- $5. 93 Amount appropriated by river and harbor act approved June 25, 1910_ 40, 000. 00 40, 005. 93 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ _ _--_____ 5. 93 July 1, 1910, balance unexpended_ 40, 000. 00 Amount (estimated) required for completion of existing project___ a 25, 411. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ -----________________ a 3, 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 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and habor act of March 3, 1909, 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 estimate of cost of improvement, of Greenwich Harbor, Connecticut, with a view to widening to 100 feet the existing 9-foot channel and continuing the same to the head of the harbor.-Reports dated May 28 and August 30, 1909, respec- tively, are printed in House Document No. 309, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $8,000 is presented. a Exclusive of the balance unexpended July 1, 1910. 138 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Preliminaryexamination and survey of Norwalk Outer Harbor, Connecticut, with a view to the removal of a shoal near to and west of White Rock; also to straightening the main channel between Gregorys Point and South Norwalk.-Reports dated May 28 and August 30, 1909, respectively, are printed in House Document No. 396, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $3,500 is presented. 3. Preliminary examination and survey of Shetucket River, Con- necticut, from a point just south of the Laurel Hill bridge to the dock of the city of Norwich, with a view to removing rocks and other obstructions in the channel.-Reports dated May 27 and August 31, 1909, respectively, are printed, in House Document No. 397, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $1,500 is presented. 4. Preliminary examination and survey of Bridgeport Harbor, Connecticut, with a view to providing increased facilities in Poquo- nock River and Cedar Creek branches, etc.-Reports dated Septem- ber 1, 1909, and February 11, 1910, respectively, are printed in House Document No. 751, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $90,000, the entire expense to be borne by the General Government, is presented. 5. Preliminaryexamination and survey of Connecticut River, from Hartford, Conn., to Holyoke, Mass.--Reports dated May 19, 1909, and January 3 and 29, 1910, respectively, are printed in House Docu- ment No. 818, Sixty-first Congress, second session. A plan for im- provement at an estimated cost of $1,015,600, subject to certain conditions, is presented. 6. Preliminary examination and survey of Mystic River, Con- necticut.-Reports dated May 29, 1909, and March 14, 1910, respec- tively, are printed in House Document No. 858, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $3,500 is presented. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Connecticut River, up to Hartford, Conn. 2. New Haven Harbor, Connecticut, above Tomlinson Bridge, including Mill River and Quinnipiac River, and containing a report whether the whole or any part of the cost of improvement thereof should be borne by the General Government. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST NEW YORK, NEW YORK, DISTRICT. This district was in the charge of Col. W. M. Black, Corps of Engineers. Division engineers, Col. John G. D. Knight, Corps of Engineers, to December 4, 1909, and Col. W. M. Black, Corps of Engineers, since that date. 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 improve- RIVER AND HARBOR IMPROVEMENTS. 139 ment was 1 foot at mean low water, and Salt rock, in the river, and Sunken rock, in the bay, were considered to be dangerous obstructions. The original project for this improvement, adopted in 1872, modified in 1884 and 1888, and enlarged in 1899 and 1907, provided for the removal of Salt rock to 9 feet below mean low water; the construction of a breakwater from Sunken rock to Byram Point, and a channel 12 feet deep at mean low water and 70 feet wide from deep water in the bay up to the town wharf, at Fox Island, and thence 9 feet deep and 60 feet wide to the steamboat wharf, including the removal of ledges of rock opposite the southerly point of Fox Island at an estimated cost of $82,000. On June 30, 1910, with an expendi- ture of $91,369.12, of which amount $16,369.12 was for maintenance, these projects had been completed with the exception of the removal of the ledges of rock. There was received from sales and reimburse- ments $4.90. The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 150 feet wide and 12 feet deep at mean low water from Long Island Sound to the southerly point of Fox Island; thence 100 feet wide and 10 feet deep to 900 feet below the fixed bridge at Mill street, including a turning basin opposite the steamboat landing; and thence 175 to 100 feet wide and 3 feet deep to 100 feet below the fixed bridge, in accordance with plan printed in House Document No. 1165, Sixtieth Congress, second ses- sion. Estimated cost, $188,000, and $2,500 annually for maintenance. This project was adopted only a few days before the close of the fiscal year. Work thereunder has not commenced. There were no expenditures. The expenditures during the year, amounting to $5,020.17, were for maintenance under old project, and resulted in restoring the upper reaches of the river to the projected depth of 9 feet at mean low water except where prevented by ledges of rock. On June 30, 1910, a maximum draft at mean low water of about 102 feet could be carried up to the southerly point of Fox Island, thence about 9 feet to the steamboat wharf, and above the steamboat wharf 2 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 11 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. Short tons. Value. Year. Short tons. Value. 1898....................... 140,000 $4,936,000 1904------------............------......... 255,000 $4,590,000 1899 ...................... 169,500 6,256,000 1905....................... 293,000 7,365,000 1900.....-----------................. 181,000 7,269,500 1906---------.....-------.......--........ 265,000 6,870,000 1901 ...................... 327,500 9,118,000 1907.....--------------................. 275,000 7,405,000 1902 ....................... 237,000 900,000(?) 1908....................... 265,000 7,355,000 1903 ...................... 240,000 3,940,000 1909.---. 255,067 7,630,200 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. 140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Report upon examination and survey of Port Chester Harbor, made in 1907-8, and map of the locality are printed in House Docu- ment No. 1165, Sixtieth Congress, second session. July 1, 1909, balance unexpended-_____ _ $5, 151. 80 Received from sales, etc ______ 4. 15 Amount appropriated by river and harbor act approved June 25, 1910__ ___-- _ 11------------------------------------------------5000 -- 45, 000. 00 50, 155. 95 June 30, 1910, amount expended during fiscal year, for maintenance of improvement____ 5, 020. 17 July 1, 1910, balance unexpended --------- 45, 135. 78 July 1, 1910, outstanding liabilities -- - - 1. 20 July 1, 1910, balance available --------------------------------- 45, 134. 58 Amount (estimated) required for completion of existing project__ a 142, 869. 12 (See Appendix E 1.) 2. Mamaroneck Harbor, New York.-This harbor, situated on the north shore of Long Island Sound, about 5 miles west from the Con- necticut State line, 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 and near the mouth of the inlet obstructed navigation. 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, 1910, $40,000 had been expended on this work; of this amount $4,628.50 was for maintenance. No funds being available there were no operations during the year. About 82 per cent of the work proposed under the project has been completed, and has resulted in making a channel 7 feet deep at mean low water and from 70 to 100 feet wide from the harbor entrance to the turn at Hog Island, and thence 100 feet wide to the upper wharves. The dredged channel has deteriorated to a considerable extent as shown by a survey made pursuant to act of Congress of March 3, 1909, and submitted April 11, 1910. The maximum draft at mean low water that could be carried June 30, 1910, to the steamboat wharf is about 61 feet in mid-channel; thence to the head of navigation about 5 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. a Exclusive of,the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 141 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. Value. Year. Sho Value. 1896................... 29,095 $482,092.00 1904 ...................49,589 $859,242.00 1897................... 51,673 877,180.00 1905------------------- ... 54,944 201, 398. 00(?) 1901 .................. 20,705 51,598.00(?) ------------------- 1906. 15,756 131,000.00(?) 1902... 48,495 75,000.00(?) 1908... . ........ - 38,540 1,020, 225.00 1903...-------------- 26,230 337,000. 00 1909------------------- 106,344 1,260,982. 05 It is not known that freight rates have been affected by this im- provement, but it has facilitated the transportation, especially of coal and building materials. The crookedness of the existing channel as well as its slight width and depth have prevented any considerable freight-bearing commerce, as reported in the project submitted under date of April 11, 1910, in compliance with the river and harbor act of March 3, 1909. Pending action by Congress upon this report, no recommendation is made for further appropriation for work under the existing project. As the result of a survey made in compliance with act of March 3, 1909, a new project for improving this harbor has been prepared. If adopted the amount estimated for completing work under the present project will not be required. 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 (See Appendix E 2.) 3. Larchmont Harbor, New Yorkc.-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-eighths 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 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 March 2, 1907, to include removal of ledges adjoining Huron rock. To June 30, 1910, $66,706.58 had been expended on the existing project, all for improvement. There were no operations during the year. Disbursements were in part payment of office expenses and in payment of the cost of a sur- 142 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. vey recently made as a preliminary to completing work under the project. About 62 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 have been removed to depths of 14 and 12 feet, respectively. The maximum draft that could be carried June 30, 1910, 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. The available funds are sufficient for completing the improvement, and will be applied to this purpose and for maintenance. 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, 1909, balance unexpended --- $20, 238. 88 June 30, 1910, amount expended during fiscal year, for works of im- provement ------------ ------ --- 1,040.42 July 1, 1910, balance unexpended _ 19, 198.46 July 1, 1910, outstanding liabilities___ 249. 92 July 1, 1910, balance available__----------- 18, 948. 54 (See Appendix E 3.) 4. Harbor at Echo Bay, New Yorkl.-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. The natural channel was narrow. with not more than 1.6 feet at mean low water on Sheepshead reef. The low-water chan- nel leading from the bay up to the wharves was only from 1 to 2 feet deep. The original project for improvement adopted June 18, 1878, and modified in 1902, 1905, and 1907, provided for the removal of Start rock and Sheepshead reef to 7 and 9 feet depth below mean low water, respectively, and the removal of Long rock to a depth of 6 feet below mean low water, at an estimated cost of $49,000. All the work con- templated under this project and its subsequent modifications has been completed at a total cost of $47,379.41, of which amount $10.41 was for maintenance. There was received from the sale of maps $1.25. The existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 1118, Sixtieth Congress, second session, and provides for a channel 10 feet deep at mean low water and 100 feet wide, extending from the 10-foot contour in Echo Bay to the city wharf at Beauford Point (Hudson Park), and a turning basin of the same depth at the inner extremity of the channel. Estimated cost, $22,110. RIVER AND HARBOR IMPROVEMENTS. 143 This project was adopted only a few days before the close of the fiscal year. Work thereunder has not commenced. There were no expenditures. Disbursements during the year were in payment of examinations of reported obstructions and in part payment of office expenses, includ- ing the purchase of maps. The maximum draft that could be carried to Beauford Point on June 30, 1910, 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 about one-half mile above Beauford Point. The length of channel under improvement is about one-fourth of a mile, and the total length of navigable channel extending beyond the deep water of the harbor is about three-fourths of a mile. Nearly all of the water transportation of the town of New Rochelle is carried on through this harbor. 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. Shor Value, alue. Year. tons. Short Value. 1902.. .................. 99,000 $500,000 1906 ... .. ....... 270,460 $2,789,208 1903.......... ...... 129,400 1,434,000 1907 ------------------... 269,135 2,545,535 1904................... 151,200 1,647,500 1908. -.................. 244,750 2,092,500 1905................... 193,650 2,071,800 1909.......... ........ 248,180 2,604,150 Commerce has been materially benefited and freight rates have probably been reduced by this improvement. The available funds are to be applied to completing the improve- ment and to maintenance if found necessary. For detailed reports see Report of the Chief of Engineers for 1900, pages 1424 and 1429. A sketch of the locality is printed in Report of the Chief of Engineers for 1903, page 862. Report upon examination and survey of Echo Bay Harbor, and map of the locality are printed in House Document No. 1118, Sixtieth Congress, second session. July 1, 1909, balance unexpended-___ ________ _ $3, 631.00 Received from sales ______ _ 1.25 Amount appropriated by river and harbor act approved June 25, 1910_ 22, 110. 00 25, 742. 25 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------------ 10. 41 July 1, 1910, balance unexpended ---------- 25, 731. 84 July 1, 1910, outstanding liabilities ------------------------------- .20 July 1, 1910, balance available ---------------------------------- 25, 731. 64 (See Appendix E 4.) 5. Bronx River and East Chester Creek, New York.-(a) Bronx River.-This stream empties into a shallow bay three-fourths of a mile long and seven-eighths of a mile wide, having a navigable chan- nel with low-water depth of 3 feet, and which opens into the East 144 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. River north of Hunts Point. The navigable part extends from its mouth to West Farms, a length of about 21 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 June 3, 1896, provides for making a channel 4 feet deep at mean low water and 100 feet wide from the mouth to Barlow street (now Falconer street); thence to Dongan street (now Garrison avenue) 60 feet wide, and thence to the head of navigation 50 feet wide, the work to be done by dredging and rock removal. Estimated cost, $85,985. Up to June 30, 1910, $75,769.54 had been expended on the project for improvement, of which amount $8,332.51 was for maintenance. There was received from sales of maps $2.95. The work accomplished with the expenditures made during the year resulted in removing shoals which seriously interfered with river traffic immediately above and below the bridges at Westchester avenue. Full projected width was not obtained in places where pre- vented by ledges of rock, nor was any work done in this section of the river where the channel was still in fair condition. About 78 per cent of the work proposed under the present project has been completed and has resulted in a channel from the mouth to the turn east of the gas works with depths of from 3 to 6 feet at mean low water and with a diminishing width of from 100 to 50 feet, except at Westchester avenue, where slightly reduced by ledges of rock. Above this point the channel remains as previously reported. The dredged channel, where not recently redredged, has deteriorated to a considerable extent. The maximum draft that could be carried June 30, 1909, over the shoalest part of the channel at mean low water from the mouth to the turn east of the gas works is about 2 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 from the East River at Hunts Point 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 mate- rials, as obtained from the best available information, are as follows: Year. Short tons. Value. Year. Short tons. Value. 1897......................... 139,310 $526,025 1905 ................. ... 181,093 $820,482 1899......................... 171,300 1,985,700 1906.......... ..... .... 341,538 1,720,097 1902......................... 153,137 500,000 1907........ .............. 382,957 1,807,317 1903......................... 77,710 536,400 1908....................... 401,433 2,017,500 1904......................... 42,286 196,642 1909......................... 520,215 1,272,266 The river has an extensive and growing commerce, as shown above. This commerce is mainly carried on barges of from 20 to 35 feet width, towed by tugs. Just complaint is made of the interruptions and delays to traffic owing to the impossibility of tows passing each other in the narrow channel and at points of even passing a barge moored to a wharf. Due to the slight depth found, all movement of vessels must be made at high-water stages. RIVER AND HARBOR IMPROVEMENTS. 145 Details of improvement can be found in Reports of the Chief of Engineers for 1897, page 1093, and 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. Further work on this improvement should await report on exam- ination ordered by the river and harbor act of June 25, 1910. July 1, 1909, balance unexpended__________________________ __ $12, 063. 62 Received from sales, etc- -____-- - ------ 2. 30 Amount allotted from appropriation made by river and harbor act approved June 25, 1910________________-__-__-- - -______ 17, 000. 00 29, 065. 92 June 30, 1910, amount expended during fiscal year, for maintenance of improvement___________________ 8, 332. 51 July 1, 1910, balance unexpended 20, 733.41 July 1, 1910, outstanding liabilities___ 2, 704. 49 July 1, 1910, balance available__ -___________ - - - 18, 028. 92 July 1, 1910, amount covered by uncompleted contracts____________ 1, 028. 92 (b) East Chester Creek.-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 from the mouth of the creek. The original project for improvement, adopted March 3, 1873, and modified in 1891, 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 Lockwoods. Estimated cost, $124,000. This project was completed in 1899 at a cost of $89,091.22, and since then, up to June 30, 1910, $26,410.78 had been expended in maintenance. There had been received from the sale of maps $2. The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 5 feet deep at mean low water and 150 feet wide from about 1,900 feet below Pelham Highway Bridge to about 700 feet above the New York, New Haven and Hartford railroad bridge; thence 100 feet wide to about 1,200 feet below Lock- woods; and thence 70 feet wide to about 300 feet above Fulton Avenue Bridge, in accordance with report submitted in House Docu- ment No. 1250, Sixtieth Congress, second session. Estimated cost, $103,000, and $3,000 annually for maintenance. This project was adopted only a few days before the close of the fiscal year. Work thereunder has not commenced. There were no expenditures. Receipts and disbursements during the year were on account of the sale and purchase of maps. The maximum draft that could be carried over the shoalest part of the channel on June 30, 1910, is estimated at 9 feet at mean high water in midchannel. Considerable shoaling has occurred from the filling in of material from side slopes and from material carried into the stream by sewers and rivulets at its head. 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 navigable channel from the East River is about 5 miles, of which about 3 miles is under improvement. 56932 0 -ENG 1910----10 146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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.Short tons. Value. Year. Short tons. Value. 1895 .... ..................... 94,928 $2,199,186 1905................... 206, 275 $1,755,850 1899...................... 286, 428 1,957,224 1906........................ 282, 655 3, 063, 360 1902......---------.............------......--99,750 870,500 1907........................ 354,0191,954,254 1903 ........ .......... 104,655 572,800 1908...................... 273,369 2,864,000 1904...................... 146,955 963,263 1909...... .......... 1,190,669 4,325,364 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. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1912, to continuing the improvement and to maintenance. 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 in 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. Report upon examination and survey of East Chester Creek is printed in House Document No. 1250, Sixtieth Congress, second session. July 1, 1909, balance unexpended ----------- --------------------- $2. 00 Amount allotted from appropriation made by river and harbor act approved June 25, 1910________ ____------------______------- ---- 24,000. 00 24, 002. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ______-___--_ ------------ 2. 00 July 1, 1910, balance unexpended_ ------------------------------- 24, 000. 00 Amount (estimated) required for completion of existing project -- a 79, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement, and for maintenance ---------- 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. CONSOLIDATED. July 1, 1909, balance unexpended _______________________ -- $12, 065. 62 Received from sales, etc-------------------------- _ _ 2. 30 Amount appropriated by river and harbor act approved June 25, 1910_ 41, 000. 00 53, 067. 92 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 8, 334. 51 July 1, 1910, balance unexpended-------------------------------- 44, 733. 41 July 1, 1910, outstanding liabilities ------------------------------- 2, 704. 49 July 1, 1910, balance available ----------------------------------- 42, 028. 92 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 147 July 1, 1910, amount covered by uncompleted contracts___________ $1, 028. 92 Amount (estimated) required for completion of existing project____ a 79, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement, and for maintenance--------- 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 E 5.) 6. Westchester Creek, New York.-This is a tidal stream sitiuated about 22 miles west of Throgs Neck and extending from an estuary of the East River between Clauson Point and Old Ferry Point about 1.7 miles to the town of Westchester. The width between banks increases from about 110 feet at Westchester to about 500 feet at the entrance at the estuary. When surveyed in 1890 the creek was navigable at mean low water for vessels drawing 3 feet, and had a navigable channel varying in width from about 20 to 80 feet. The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 8 feet deep at mean low water and 100 feet wide across the estuary; thence 80 feet wide to about 1,000 feet above Scriven's wharf; and thence 60 feet wide to the head of navigation, in accordance with plan printed in Rivers and Harbors Committee Document No. 6, Sixty-first Congress, second session. Estimated cost $42,780, and $2,000 annually for maintenance. This project was adopted only a few days before the close of the fiscal year. Work thereunder has not commenced. There were no expenditures. When surveyed in 1890 a maximum draft of 3 feet could be car- ried over the shoalest part of the channel; the present available draft is not known. Mean range of tides, 7.1 feet. The length of navi- gable channel from the East River is about 2a miles, no part of which has yet been improved. The head of navigation is at a fixed bridge at Main street in the town of Westchester. The commerce of this creek, as obtained from the best available information, consisting mainly in building materials, coal, manu- factures, etc., amounted in 1909 to 263,857 short tons, valued at $1,371,235. It is proposed to apply the amount estimated as a profitable expenditure in the fiscal year ending June 30, 1912, to completing the improvement. For detailed report see Report of the Chief of Engineers for 1891, page 955, and 1900, page 1430. Amount appropriated by river and harbor act approved June 25, 1910_ $10, 000. 00 July 1, 1910, balance unexpended_ 10, 000. 00 Amount (estimated) required for completion of existing project ____ a 32, 780. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__________ ________________ a32, 780.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E 6.) a Exclusive of the balance unexpended July 1, 1910. 148 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Harbors at Port Jefferson, Mattituck, Huntington, Glencove, Flushing Bay, and Canarsie Bay, New York--(a) Port Jefferson Harbor.-Thisis an inland bay about 2 miles long, and of an average width of about three-fourths of a mile, situated on the north shore of Long Island, about 50 miles east of New York City, and connected with Long Island Sound by a narrow entrance. Before improvement the channel depth over a bar outside the en- trance 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 pro- tected by repairing and enlarging the previously built jetties and extending the east jetty to 21 feet depth of water, at mean low water, in the sound. Estimated cost, $145,000. Up to June 30, 1910, $97,156.35 had been expended on the present project; of this amount $5,929.64 was for maintenance. There were no operations during the year. About 67 per cent of the work proposed under the present project has been completed, and has resulted in making 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 1,550 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. In so far as is known, the dredged channel has maintained its projected depth during the past year. The maximum draft that could be carried over the shoalest part of the channel June 30, 1910, is probably 12 feet at mean low water. Mean range of tides at entrance, 7 feet; at Port Jefferson wharves, the head of navigation, 6.2 feet. The total length of navigable channel from Long Island Sound is about 2 miles. The harbor 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. Short tons. Value. Year. Short tons. Value. 1898_.. ..... ............. 24,940 $360,200 1906..................... 118,705 $2,544,900 1899..................... 42,130 2,145,940 95,455 1,066,665 1907-----...............------------.... 1903 ............ ....... 46,670 776,000 1908.................... 127,230 1,536,000 1904...................... 8,832(?) 90,424(?) 1909..................... 129,365 1,836,550 1905 ...................... 19,650(?) 565,700(?) Freight rates have probably been reduced as a result of this improvement. RIVER AND HARBOR IMPROVEMENTS. 149 For detailed reports see Report of the Chief of Engineers for 1895, page 831, and 1900, page 1393. A sketch of Port Jefferson Harbor is printed in Report of the Chief of Engineers for 1900, page 866. July 1, 1909, balance unexpended____________________________ $2, 400. 00 Amount allotted from appropriation made by river and harbor act -- - --- approved June 25, 1910 ________________________-- -- - 1, 600. 00 July 1, 1910, balance unexpended ____________________ ------- 4, 000.00 Amount (estimated) required for completion of existing project _- a49, 773. 29 (b) Mattituck Harbor.-This harbor is a tidal inlet on the north side of Long Island, about 70 miles east of New York City, extending in a southerly direction from Long Island Sound to the village of Mattituck. Originally a milldam and fixed bridge obstructed the creek about 1 mile above its mouth. Before improvement the en- trance was obstructed by a shifting sand bar, rising to within from 1 to 2 feet below mean low water plane; thence up to the milldam the depth was from 2 to 7 feet at low tide, and above the latter 6 feet at high tide. The existing project adopted June 3, 1896, provides for a channel 7 feet deep at mean low water from the entrance to the darn 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 jetties. In 1910 Congress made the improvement above the site of the bridge and dam condi- tional on the substitution of a drawbridge for the fixed bridge and the removal of the dam by the local authorities. Estimated cost to the milldam, $134,200. Up to June 30, 1910, $80,686.46 had been expended on the project; of this amount $4,900 was for maintenance. There was received from sales of maps $8.85. During the year $11,065.22 was expended in extending the channel to the milldam, in widening the entrance, and in redredging, and $6,158.64 was expended in repairing and making sand-tight 680 linear feet of the east jetty and 485 linear feet of the west jetty, and in building a dike 371.1 feet long at the inner end of the west jetty. About 56 per cent of the work proposed under the project has been completed, resulting in building the west jetty to full projected sec- tion for a length of 680 feet and the east jetty to full projected sec- tion for a length of 775 feet, connecting the west jetty with the shore above high water by a dike 371.1 feet long, and in dredging a channel 7 feet deep at mean low water, and 100 feet wide, for a distance of about 1,400 feet from the entrance; thence a distance of about 400 feet, the same depth and 80 feet wide; and thence to the milldam the same depth and 60 feet wide. Considerable shoaling has occurred in the entrance channel and about 195 linear feet of the outer end of the west jetty and 95 linear feet of the east jetty have yet to be repaired and made sand-tight. The maximum draft that could be carried June 30, 1910, in the entrance is about 5 feet; thence to the dam 7 feet; above the milldam the least depth is about 6 feet at mean high water. The head of navigation is at the village of Mattituck. The total length of navi- gable channel from Long Island Sound to the milldam is about 1 a Exclusive of the balance unexpended July 1, 1910. 150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mile; thence to Mattituck about 11 miles. The mean range of tides outside the entrance is 4.8 feet, and below the milldam, which before dredging in the entrance was 2.2 feet, is now 4.4 feet. The harbor is now used as an anchorage by a number of oyster vessels, and the construction of a wharf, oyster sheds, and a slip for handling cargoes has been commenced. Based only upon the present amount of commerce using the creek, it would appear doubtful whether the improvement should be ex- tended to the village of Mattituck. By the river and harbor act approved June 25, 1910, the dredging of a channel above the dam to the village was made conditional upon the replacing of the fixed bridge by a suitable drawbridge and removal of the dam. In order to meet this requirement and with a view of securing a channel to the village as originally projected, the local authorities have, under a permit granted by the Secretary of War, nearly completed the con- struction of a drawbridge, and it is reported that the old dam is about to be removed. The effect of this work upon the waterway above the bridge will prove detrimental rather than helpful to the village of Mattituck unless a channel be now made to the village as originally projected. This is the only harbor in a length of 48 miles of coast on the north shore of Long Island that can be safely entered by fish- ing vessels. It lies about midway between Port Jefferson Harbor, on the west, and the Plum Gut entrance to Gardiners -Bay on the east. To make such a channel will require the expenditure of $42,500, in addition to the estimate of $134,200 for completing the project to the milldam, or a total of $176,700 for completing the project to the village. More extended remarks in this connection are contained in the report of the district officer, printed as Appendix E 7 of this report. A reexamination with a view to modification of this project should be had before further work is provided for. For detailed description of this work see Annual Reports of the Chief of Engineers for 1891, page 843, and 1897, page 1095. July 1, 1909, balance unexpended_ ___________________ $24, 745. 53 Received from sales, etc_____________________________________ 4. 50 Amount allotted from appropriation made by river and harbor act approved June 25, 1910 -------------------------------------- 23, 750. 00 48, 500. 03 June 30, 1910, amount expended during fiscal year: For works of improvement__________________--_ $23, 227. 64 For maintenance of improvement_____ 1 200.00 24, 427. 64 July 1, 1910, balance unexpended_____________________________ 24, 072. 39 July 1, 1910, outstanding liabilities_____________________________ 111. 28 July 1, 1910, balance available____________------------_ 23, 961. 11 Amount (estimated) required for completion of existing project ____ a 34, 350. 00 (c) Huntington Harbor.-This harbor is a landlocked arm of Huntington Bay, about 2 miles long and one-fourth of a mile wide, situated on the north shore of Long Island about 40 miles east of New York City. It extends in a generally southerly direction from Hunt- ington Bay, from which it is separated by a beach of sand and gravel, a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 151 through the western end of which a narrow inlet connects the harbor and bay. Before improvement it had a natural available depth of nearly 8 feet, mean low water, for a stretch of 11 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 ptroject, 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, 1910, $38,000 had been expended on this project; of this amount $8,510.94 was for maintenance. There were no opera- tions during the year, no funds being available. The project is completed, except as to 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 dredged channel has deteriorated to a considerable extent in the vicinity of the upper wharves; below this there is a fair channel with minimum depth of about 7 feet and approximate width of 100 feet. The maximum draft that could be carried June 30, 1910, over the shoalest part of the improved channel is estimated at about 7i feet at mean'low water to the upper wharves;. above this to the head of the improvement the depth gradually diminishes to less than 1 foot. Mean range of tide, 7.2 feet. The head of navigation is at a cause- way 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 length of channel under improvement is about four- fifths of a mile. 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: Year. tons. Value. Year. alue. VShort 1897.............--------------------- 23,584 $473,109 1904........................ 94,950 $2,818,250 1899......................... 46,500 605,000 105,212 2,774,850 1906-----...---...........-----------------...... 1900......................... 45,600 768,000 96,196 1,901,061 1907----------...---.....------------................ 1901------------------------- 52,000 '875.800 1908....................... 38,316 413,218 1903------------------------ 66,000 1,086,000 43,289 476,414 1909....................-------------------.. This improvement has resulted in a material reduction in 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. Amount allotted from appropriation made by river and harbor act approved June 25, 1910 _______________________________ __ $2, 500. 00 July 1, 1910, balance unexpended __-_______________-__________ 2, 500. 00 (d) Glencove Harbor.-This harbor is a small tidal inlet on the east side of Hempstead Harbor, Long Island, about 14 miles from Long Island Sound, and about 27 miles by water from the Battery, New York City. Its channel is about 2 feet deep at mean low water 152 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and a bar at the entrance has a foot less of depth. Before improve- ment 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, 1910, $72,000 had been expended on the project, all for improvement. There were no operations during the year, no funds being available. 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 affords sufficient protection to vessels seeking shelter from storm in this vicinity, and its further extension is therefore unnecessary. No work has been done under this project since 1906. The maximum depth in the anchorage behind the breakwater is esitmated at 21 feet at mean low water. Shoaling is reported to have occurred in the vicinity of the wharves and landings at the inner end of the breakwater. Mean range of tides, 7.7 feet. The head of navi- gation is at the southern extremity of Hempstead Harbor, about 32 miles from the breakwater. The commerce of the harbor is chiefly coal, and amounted to 8,549 short tons, valued at $40,515, in 1904, and to 7,062 short 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 existing project- ___ $63, 000 (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, 1910, $161,280.59 had been expended on the project. During progress of work it has been 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, 1910, for maintenance is estimated at $13,651.64. There were no operations during the year. Disbursements were in part payment of office expenses, in part payment of the cost of sur- veying instruments, and in payment of the cost of special examina- tions of the channel and dike. RIVER AND HARBOR IMPROVEMENTS. 153 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. A channel has been dredged to a depth of 6 feet at mean low water, and 200 feet wide up to Broadway Bridge, except as to the removal of the above-mentioned shoal; thence to Main Street Bridge of the Long Island Railroad Company 100 feet wide. The whole of the dike is in bad condition, and all of the outer 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 discontinued in 1891. The channel below Main Street Bridge has shoaled to a con- siderable extent by filling in from the sides. Pending action by Congress upon report of survey ordered by the river and harbor act of March 3, 1909, no recommendation is made for further work under the existing project. The maximum draft that could be carried June 30, 1910, from East River to the Broadway Bridge, at mean low water, is estimated at 6 feet in about mid-channel; thence to the Main Street Bridge about 7 feet. Mean range of tides, 7.1 feet. The head of navigation is about 1 mile above Strong's causeway. The total length of the navigable channel is about 5-1 miles, of which about 22 miles is under improvement. 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. Short Value. Year. Short Value. tons. tons. 1897.......................... 163,395 $1,449,438 1905.. ..... .............. 142,274 $2,656,650 1.899.......................... 158, 755 1,534,937 1906....................... 273,312 3,937,444 1901........................ 200,473 4,196,406 1907...................... 232,911 2,537,825 1902......................... 186,000 1,613,100 1908......... ........ ..... 126,455 1,774,900 1903......................... 110,100 960,750 1909.......................277,300 879,700 1904......................... 142,996 2,599,488 This work has facilitated transportatio'n, but no appreciable effect on freight rates has been ascertained. - For detailed report see Reports of the Chief of Engineers for 1897, page 1106, and 1905, page 990. A map is printed in the Report of the Chief of Engineers for 1903, page 868. Report upon an examination and survey of Flushing Bay, made in 1903-4, and map of the locality, are printed in House Document No. 98, Fifty-eighth Congress, third session. July 1, 1909, balance unexpended _____________________________ _ $1, 238.81 Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ______-_-_ 12, 900.00 14, 138. 81 June 30, 1910, amount expended during fiscal year, for maintenance of improvement______________________ ___ __ _ 519. 40 July 1, 1910, balance unexpended______________________________ 13, 619. 41 July 1, 1910, outstanding liabilities_ 15. 10 July 1, 1910, balance available_______________________________ 13, 604.31 Amount (estimated) required for completion of existing project ... 12, 251. 64 a Exclusive of the balance unexpended July 1, 1910. 154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (f) CanarsieBay.-This bay forms the northwest part of Jamaica Bay, Long Island, 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 existing. project, adopted June 14, 1880, and enlarged in 1889 and 1896, provides for the construction of two dikes and dredging between them where necessary to secure a channel 100 to 150 feet wide and 6 feet deep at mean low water 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 southwesterly 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, 1910, $72,832.56 had been expended on the project; of this amount $2,960.20 was for maintenance. There were no operations. Disbursements were in part payment of office expenses and liabilities incurred in making an examination of the dikes. The work of improvement under the project has been completed. The main channel has deteriorated to an appreciable extent and the dikes are in very poor condition. Recent improvements by local interests have resulted in the deepening of the projected channels along the wharves and landings. The maximum draft that could be carried June 30, 1910, over the shoalest part of the channel at mean low water is estimated at 6 feet in the main channel in about mid-channel, 22 feet in the West Branch, and 3 feet in the East Branch. Mean range of tides, 4.7 feet. The total length of the improved main channel is about 1 mile and of the branch channels about five-eighths of a 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.Short tons. Value. 1896 ......-................ 50,000 $427,375.00 1907...................... 127,515 $413,784.00 1901............ ......... 450,000 2,000,000.00 1908....---------------........... ---...... 240,075 1,125,290.00 1904. .................. .. 124,594 ------- 695,320 1,861,008.00 1909..-----------................... 2,116,670.39 1905....................... 95,460 1,714,022.00 The commerce in Jamaica Bay has been greatly benefited by this improvement. Transportation has been developed, but no reduction of freight rates has been ascertained. Pending action by the local authorities upon a plan for improve- ment of Jamaica Bay, submitted in compliance with river and harbor act of March 2, 1907, and printed in House Document No. 1488, Six- tieth Congress, second session, it is recommended that no appropria- tion be made for improvement or maintenance of the channel of Canarsie Bay, which bay opens into Jamaica Bay. A small balance of the allotment from the appropriation of March 2, 1907, is available for maintenance until such time as the progress of the general improvement of Jamaica Bay under the project of RIVER AND HARBOR IMPROVEMENTS. 155 June 25, 1910, renders further special work at Canarsie unnecessary by opening a navigable channel to that point. 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, 1909, balance unexpended __________-________--_ _____ $2, 942.54 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__________--------------------------------- 25. 10 July 1, 1910, balance unexpended_-------------------------------- 2, 917.44 July 1, 1910, outstanding liabilities_------------- -- 1. 25 July 1, 1910, balance available 2, 916. 19 CONSOLIDATED. July 1, 1909, balance unexpended ------------------------------ $31, 326.88 Received from sales, etc_------------------------ - - 4. 50 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 40, 750. 00 72, 081. 38 June 30, 1910, amount expended during fiscal year: For works of improvement - $23, 227.64 For maintenance of improvement 1, 744. 50 24, 972.14 July 1, 1910, balance unexpended 47, 109.24 July 1, 1910, outstanding liabilities-_ _ 127. 63 July 1, 1910, balance available---------------------------------46, 981. 61 Amount (estimated) required for completion of existing project___ a 96, 374. 93 (See Appendix E 7.) 8. Hempstead Harbor, New York.-This harbor is situated on the shore of Long Island, about 29 miles, by water, east of the Battery, New York City. It is divided by a narrow neck of land into an outer and inner harbor. The proposed improvement includes only the latter, which is approximately 2 miles long and one-third of a mile wide, except at its extreme southern end. A channel not less than 6 feet deep at mean low water extends from the outer harbor to about opposite Ward's wharf; thence to the head of the harbor the depth gradually diminishes to zero at Roslyn wharf, above which the bottom of the harbor is exposed at low water. The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 6 feet deep at mean low water and 100 feet wide from the entrance to the head of the natural deep basin about opposite Ward's wharf; thence 80 feet wide to the town wharf at Roslyn; and thence to the head of navigation 50 to 70 feet wide, in accordance with plan printed in Rivers and Harbors Committee Document No. 1, Sixty-first Congress, second session. Estimated cost $47,000, and $3,000 annually for maintenance, subject to certain specified conditions. This project was adopted only a few days before the close of the fiscal year. Work thereunder has not commenced. There were no expenditures. a Exclusive of the balance unexpended July 1, 1910. 156 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried from the entrance to about opposite Ward's wharf is about 6 feet; thence the depth gradu- ally diminishes to the head of the harbor, where the bottom is exposed at low water. Mean range of tides,-7.7 feet. The length of naviga- ble channel from the entrance is about 2 miles. The head of navi- gation is at a dam at Hicks's lumber yard in Roslyn. The commerce of this harbor, as obtained from the best available information, consisting mainly of building materials, coal, general merchandise, and fish, amounted in 1909 to 1,840,219 short tons, valued at $1,610,739.95. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1912, to completing the improvement. Amount appropriated by river and harbor act approved June 25, 1910 -_________ _________ -------------- $23,500.00 July 1, 1910, balance unexpended ___________________________ _ 23, 500. 00 Amount (estimated) required for completion of existing project___ a23, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__---------------------------- a23, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E 8.) 9. 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 by the city of New York in 1851 by the removal of parts of the smaller rocks obstructing Hell Gate and of part of Diamond reef. There was expended on this work $13,861.59. On August 30, 1852, Congress appropriated $20,000 for the removal of rocks at Hell Gate and Diamond reef. This sum was expended in reducing Pot rock to 20.5 feet below mean low water. By act of March 5, 1868, a project was adopted for removing ob- structions in East River, including Hell Gate, and appropriated $300,000 for prosecuting the work; reduced later, by allotment, to $85,000. This project provided for the removal to 26 feet depth below mean low water of Pot rock, Frying Pan reef, Ways reef, Shell Drake, Heel Tap, rock off Negro Point, Scaly rock, Halletts Point, Negro Head, Flood rock, Hen and Chickens, Gridiron (now Middle reef), Diamond reef, Coenties reef, and Battery reef; the construc- tion of sea walls on Hogs Back, Holmes rock, Great and Little Mill rocks, Bread and Cheese, and Rylanders reef; and the construction of a dike closing the channel between Bread and Cheese and Black- wells Island (built by the city of New York in 1881). Estimated cost $8,692,645.15. In 1874 this project was modified by omitting the construction of the sea walls and dike, including Diamond and Coenties reefs in the estimate, and reducing the estimated cost of improvement to a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 157 $5,139,120. This reduction was due to lessened unit costs resulting from improved methods in prosecuting the work of improvement. Since 1874 the adoption of further improvements in methods and appliances has resulted in again largely reducing unit costs. The total of the estimate of cost of improvement was not, however, de- creased on this account, but in accordance with the general project for "removing rocky obstructions in the East River and Hell Gate," and with the approval of higher authority rocky obstructions in other points of the East River have been removed " as the necessities of navigation demanded." These points are as follows: Harlem River, removing piers and abutments; dike connecting Great and Little Mill rocks; reef near North Brother Island; Pilgrim rock; reef off Dia- mond reef; reef off Thirty-fourth street (now Ferry reef) ; Charlotte rock; reef between Broome and Twenty-third streets (now Shell reef) to 18 feet depth at mean low water; Middle Ground to 18 feet depth at mean low water; reef off Barretto Point; deepening ap- proaches to wharves at Davis Island and Willetts Point; Battery reef; South Ferry reef; reef off Twenty-sixth street; and reef off Third street. The total net increase in the amount required for completing the project resulting from this extra work as given in the annual report for 1908 is $239,950; from later more extended investigation it appears that this amount should be increased by $126,265, or to $366,215. By act of March 3, 1899, the removal of Man-of-War reef at an esti- mated cost of $500,000 was authorized and the estimate for comple- tion was increased in accordance therewith to $5,639,120. By the river and harbor act of June 25, 1910, the removal of Mid- dle Ground to a depth of 26 feet below mean low water ancd the mnak- ing of a channel between North and South Brother islands were included in the project. The estimated cost for completion as given in this report has accordingly been increased to $8,757,183, to cover the cost of the extra work authorized, amounting to $366,215, and the additional items of improvement included in the act of June 25, 1910, amounting to $1,733,080 and $1,018,768, respectively. Up to June 30, 1910, $4,961,151.19 had been expended, of which amount $98.02 was for maintenance. There was received from sales of condemned property and maps $1,394.08. The work accomplished with the expenditure made during the fiscal year resulted in deepening 187,761 square feet of area in Middle reef in Hell Gate to a depth of at least 26 feet below mean low water, and in making surveys covering large areas of rocks and reefs lying be- tween Grand street, Manhattan, and Barretto Point, including Little Hell Gate. Studies are being made of tidal and current conditions at and to the north of Hell Gate with a view to decreasing the velocity of the currents at Hell Gate, which now make navigation dangerous at certain stages of the tide. About 57 per cent of the work proposed under the present project has been completed and has resulted in the removal to the projected depth of 26 feet below mean low water of Diamond reef off Gov- ernors Island, reef off Diamond reef, Third street reef, Charlotte rock off Hunters Point, Twenty-sixth street reef, Man-of-War rock off Thirty-ninth street; Halletts Point, Ways reef, Shell Drake, and Scaly rock, in Hell Gate; reef off North Brother Island, and reef off Barretto Point; in the construction of a dike between Great and 158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Little Mill rocks; and in the partial removal of obstructions at other localities, as shown in the following table: Least Least Proed Localities. original present Prected depth. depth. depth. Feet. Feet. Feet. Battery reef off the Battery.................................................. ....... . 12.8 12.8 26 Reef off South Ferry slips............ .......... .................. 17.0 19.0 26 Coenties reef.... .... _ ....................................... 14.3 25.5 26 Shell reef off Tenth to Nineteenth streets ............. .... .......... ........ 7.5 13.0 18 Pilgrim rock...................................................... ............ 12.0 24.0 26 Ferry reef off Thirty-fourth street . ....... ................... ........ 7.0 24.0 26 Middle reef (including Flood Rock Gridiron, Hen and Chickens, and Negro Head) in Hell Gate a................................ ......... ........ ....... 6.0 18.3 26 Frying Pan reef in Hell Gate a........................................... 11.0 18.0 26 Pot rock in Hell Gatea. ........................................... 20.0 22.8 26 Heel tap in Hell Gate........................................... 12.1 20.5 26 Rock off Negro Point ............................................................. ...... 26 Middle Ground, off Sunken Meadow...... ............... ..........- 11.0 17.8 26 Channel between North Brother and South Brother islands .............. 19.0 19.0 26 a Under contract for removal to 26 feet depth below mean low water. Work well advanced on Middle reef. The maximum draft that could be carried at mean low water June 30, 1910, through the main channel from the Battery to Long Island Sound, is estimated at 26 feet. The length of this waterway from Long Island Sound to the Hudson River is about 16 miles. The mean range of tides south of Hell Gate is from 4 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. Data secured from reliable sources in 1909 shows that the number of trips through the Hell Gate channel by steamers and tugs of established transportation lines average about 450 daily, and of ferryboats using and crossing the channel about 400 daily. This does not include barges, lighters, and car floats in tow, or privately owned commercial vessels, or yachts. The size of the boats of the transportation lines vary from 50 to 456 feet in length, 12 to 96 feet beam, and 6 to 20 feet draft. Barges and lighters in tow are quite numerous, are of varying dimensions up to 23 feet draft, and are usually made up into tows of three barges each. The cai floats are 327 feet long, 40 feet beam, and about 10. feet draft, and are towed one on each side of a power boat, thus making up a tow approximately 105 feet wide and 327 feet long. It is reported that about 100 of these car-float tows pass through Hell Gate during each twenty-four hours. With the exception of the ferryboats nearly all of this traffic passes through the channel north of North Brother Island in which is situated a reef east of Oak Bluff light, the subject of numerous com- plaints urging its removal. This channel is becoming more and more congested with traffic, and the reef complained of has in consequence become a serious menace to navigation. Within the past two years the New York, New Haven and Hartford Railroad Company has inaugurated a large increase in the ferry slips at Oak Point, and steamers are forced occasionally to stop until tows of car floats are out of the way. The necessities of navigation now demand the early RIVER AND HARBOR IMPROVEMENTS. 159 removal of this reef. It is estimated that a depth over it of 26 feet below mean low water can be secured at a cost of $19,000. The improvement of the river has been of great benefit to both local and through traffic, which is very large in amount; its effect on freight rates can not be determined. It is proposed to apply the amount estimated as a profitable ex- penditure during the fiscal year ending June 30, 1912, to the removal of such part of the rocks and reefs as may by their removal be of the most benefit to navigation. Report upon an examination and survey of the river between North Brother and South Brother islands, and map of the locality, are printed in House Document No. 1084, Sixtieth Congress, second ses- sion. Preliminary report of resurvey of East River and Hell Gate is printed in House Document No. 1187, Sixtieth Congress, second session. Detailed description of this improvement is printed in the Reports of the Chief of Engineers for 1868, page 741; for 1874, part 2, page 164; and for 1897, page 1026. The commerce of the East River is so intimately connected with that belonging to New York Harbor proper that it is impracticable to make a separate statement of it. For number of vessels passing through Hell Gate channel see Appendix E 9 of this report. July 1, 1909, balance unexpended-----------------------------$301, 157. 73 Received from sales ---------------- 57. 83 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------- 500, 000. 00 801, 215. 56 June 30, 1910, amount expended during fiscal year, for works of improvement --------- ----- 77, 631. 22 July 1, 1910, balance unexpended------------------------------ 723, 584. 34 July 1, 1910, outstanding liabilities ---------------------------- 24, 348. 21 July 1, 1910, balance available-------------------_ 699, 236. 13 July 1, 1910, amount covered by uncompleted contracts ---- 120, 235. 53 Amount (estimated) required for completion of existing project_ a3, 073, 939. 57 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvementvem__-____ea_2___ a200, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E 9.) 10. Harlem River, New York.-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 a Exclusive of the balance unexpended July 1, 1910. 160 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, and October 2, 1893, provides for a continuous channel 400 feet wide and 15 feet deep at mean low water from the East River to the Hudson River, except at Washington Bridge, where the width was made 354 feet (see Annual Report of the Chief of Engineers for 1894, pp. 789 and 790), 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, 1910, $1,552,805.64 had been expended on the present project, all for improvement. There was received on account of sales and collections $118.07. The expenditures made during the fiscal year resulted in the removal of projecting points of rock off the foot of East One hun- dred and twenty-fifth street, Manhattan, which were a cause for com- plaint by pilots of the larger boats using this section of the Harlem River. About 57 per cent of the work proposed under the present project has been completed, resulting in making a channel 15 feet deep at mean low water and about 400 feet wide from Willis Avenue Bridge to the Madison Avenue permanent bridge, except immediately north of the easterly pier of the Second Avenue Bridge, where ledge rock projects above the improvement plane; thence to One hundred and forty-fifth Street Bridge the same depth and 250 to 300 feet wide; thence to Macombs Dam Bridge the same depth and 150 feet wide. The available depth through the westerly draw channel at Macombs Dam Bridge is about 12 feet; the channel through the easterly draw opening is not navigable, being obstructed by a rocky ledge which projects above the low-water plane to within a short distance of the rest pier. Below Willis Avenue Bridge, between One hundred and twenty-second and One hundred and twenty-sixth streets, the chan- nel of 15 feet depth is about 100 feet wide; both above and below this section of the river the width rapidly increases to 400 feet and over. In 1907 a channel 15 feet deep and 150 feet wide was dredged from Macombs Dam Bridge to the Hudson River. It is probable that the dredged channels have been narrowed by the filling in of material from the sides. The rock cut through Dyckmans Meadow has been completed. The maximum draft that could be carried June 30, 1910, through the channel from East River to Hudson River at mean low water is estimated at 15 feet, except through the westerly draw channel at Macombs Dam Bridge, where the depth is but about 12 feet. The mean range of tides in Harlem River as determined 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 waterway is about 8 miles. RIVER AND HARBOR IMPROVEMENTS. 161 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. Short tons. Value. Year. Short tons. Value. 1895 ... ........... ........ 7,533,594 $203,707,376 1906.......................11,385,649 (?)$104,359,757 1903......... ............ 6,910,386 282,186,100 1907.......... ........ 12,385,507 313,380,743 1904 ..................... 9,130,763 231,384,004 1908............. .... . a43,768,658 410,100,000 1905 .................... 9,998,021 270,210,309 1909..................... 12,822,885 369,099,686 a Increase due to failure in past on the part of large transportation interests to respond to requests in past years for statistics. 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. The amount estimated as a profitable expenditure during the fiscal year ending June 30, 1912, is to be applied to continuing the improvement. In view of the importance of this improvement, and in order to secure advantageous contracts for execution of the work, a continuing- contract authorization of not less than $250,000 should be provided in addition to the cash appropriation recommended. Detailed description of this improvement is printed in Reports of the Chief of Engineers for 1887, page 665, and 1897, page 1019. July 1, 1909, balance unexpended - $36, 286. 57 -_____________________ -_______________________ Received from sales, etc___________- 7.00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 150,000.00 186, 293. 57 June 30, 1910, amount expended during fiscal year, for works of improvement _-____________________-__ 21, 981.14 July 1, 1910, balance unexpended_______________ 164, 312. 43 July 1, 1910, outstanding liabilities_ _--_____________ 7, 176. 44 July 1, 1910, balance available_ _____--_-__ _-__ _-__ 157, 135. 99 July 1, 1910, amount covered by uncompleted contracts---------- 2, 826. 05 Amount (estimated) required for completion of existing project __ a 983, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ------------------------- _ _ a 75, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E 10.) 11. Newtown Creek, New York.-This creek, an inlet of the East River, extending inland between the boroughs of Brooklyn and Queens, in New York City, for a distance of about 4 miles, had a natural depth varying from 12 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 a Exclusive of the balance unexpended July 1, 1910. 56932o-ENG 1910----11 162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, provided for a uniform channel, 125 feet wide and 18 feet deep, from the East River to the head of navigation in the creek and in English Kills at the Metro- politan Avenue bridges, at an estimated cost of $450,000. This esti- mate was subsequently reduced to $213,000. The channel having been reported completed with the exception of some widening at the entrance, $15,000 was appropriated by act of Congress approved March 4, 1907, for continuing the improvement. This increased the estimate for completion to $228,000. Up to June 30, 1910, $228,590.82 had been expended on the project. Of this amount $24,827.01 was for maintenance. Received from sales and collections, $313.73. The work accomplished with the expenditure made during the fiscal year resulted in completing the drilling and blasting of ledge rock lying in the entrance channel preliminary to its removal under con- tract, and in completing a map of and resurvey of the area covered by the project. This survey shows that extensive shoaling has oc- curred throughout the entire length of improved channel. It also appears that this channel can not be used to its fullest capacity be- cause of insufficient width at the bends and in the approaches to bridges. The congestion of traffic here is shown by the arrival and departure of vessels ranging up to 21 feet draft, which in 1909 amounted to more than 32,000. The cost of restoring the channel to its projected depth of 18 feet at mean low water and a width of 125 feet duly proportioned at the bends is estimated at $65,000 in addi- tion to the funds available June 30, 1910. Further details as to this item may be found in the report of the district officer printed as Appendix E 11 of this report. About 90 per cent of the work proposed under the present project has been completed, resulting in making a channel of the projected width and depth, with the exception of some widening at the entrance. The channel requires extensive redredging, as previously stated herein. The maximum draft that could be carried over the shoalest part of the channel June 30, 1910, at mean low water is about 15. feet. The mean range of tides is about 4l feet. The total length of navigable channels is about 4 miles. The head of navigation in the creek is at Metropolitan Avenue Bridge, about 3 miles from the entrance, and in English Kills at Metropolitan Avenue Bridge, about 31 miles from the entrance. The length of channel under improvement is about 3 miles in the creek and about one-half mile in the kills. The tonnage and value of the commerce of this creek, mainly in coal, building materials, oil, and general merchandise, as obtained from the best available information, are as follows: Year. . IShort tons. Value. Year. Short tons. Value. 1903. ..... ...... ....... 2,6"75,025 $90,535,640.00 1907 ............... 3,108,374 $175,229,346.00 1904............ ........ 3,771,726 10 , 313, 377. 00 1908 .................. 4,181,528 229,994,000.00 1905.................. 3,428,404 130,812,974.00 1909................... 5,113,628 253,003,661.12 1906.................... 2,803,380 214,714,751.00 RIVER AND HARBOR IMlVPROVEMENTS. 163 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 comimerce of this water is the best index to the effect of the improvement. It is proposed to apply the amount estimated as a profitable expend- iture in the fiscal year ending June 30, 1912, to maintenance. Detailed descriptions of this improvement are printed in the re- ports of the Chief of Engineers for 1896, page 759, and 1900, page 1411. A sketch of the locality is printed in Report of the Chief of Engineers for 1904, page 1034. July 1, 1909, balance unexpended _____________________________ $17, 035. 12 Received from sales, etc ____ __ _ 313. 73 Amount appropriated by river and harbor act approved June 25,1910_ 10, 000. 00 27, 348. 85 June 30, 1910, amount expended during fiscal year: For works of improvement________________ $3, 819. 2 For maintenance of improvement 3, 40i0. () - 7, 225.94 July 1, 1910, balance unexpended_ 20, 122. 91 July 1, 1910, outstanding liabilities 39. 00 July 1, 1910, balance available__ 20, 083. 91 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__ -_ o20, 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. Wallabout channel, New York.-This channel consists of a waterway extending in a half circle around the inside of the island known as Cob dock, which lies in Wallabout Bay, a slight indenta- tion of the East River, off the United States navy-yard at Brooklyn, N. Y., and is part of the United States property. Wallabout channel connects with the East River east and west of Cob dock. The channel is separated into two parts, called the " east " and "west " channels, by a stone causeway which connects the mainland with Cob dock. The east channel, which is about 2,000 feet long and from 250 to 350 feet wide, and had available depths of from 16 to 20 feet along the line of deepest water, diminishing to 5 feet along the sides, is the part embraced in the approved project for improvement. The existing project, adopted in 1899, is to secure a depth of 20 feet at mean low water and widths ranging from 230 to 350 feet from the entrance at East River to the causeway. The channel was secured in accordance with the project in 1900, at a cost of $18,173.69. Up to June 30, 1910, $21.278.01 had been expended on the project. Of this amount $3,104.32 was for the purpose of maintenance. The sum of 50 cents was received from the sale of maps. Disbursements during the fiscal year were in part payment of office expenses, and in the purchase of surveying instruments. A reason- a Exclusive of the balance unexpended July 1, 1910. 164 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. able bid-for redredging the channel was received June 27, 1910, and contract for doing the work is to be entered into. The maximum draft at mean low water that could be carried over the shoalest part of the channel June 30, 1910, is about 18 feet in mid-channel, reducing to less than 14 feet on the slopes. Mean range of tides 4 feet. Total length of improved navigable channel is about one-half mile. The head of navigation in the channel is at the cause- way. At the head of the channel are two bodies of navigable water, Kent Avenue Basin and Wallabout Basin, about 2,200 feet long, and about 1,300 feet long, respectively. Both are situated inside of established harbor lines but are extensively used by the commerce of this section of Brooklyn Borough, New York City. The tonnage and value of the commerce of Wallabout channel, mainly in coal, sugar, sirups, ice, lumber, and produce, as obtained from the best available information, are as follows: Year. Short tons. Value. 1897.. . .. 340,300 $16,008,000.00 1908.93 .. ................... ...................... ,34.,4 937,384 40................ 4,444,600.00 1909 -.. .......... . ................... ........ ................. 1,094,329 3,545.675.83 The available funds, or so much thereof as may be required, will be applied to the restoration of the channel. A detailed description of this improvement is printed in the Report of the Chief of Engineers for 1899, page 1242. A sketch of the locality is printed in House Document No. 50, Fifty-fifth Congress. third session. July 1, 1909, blance unexpended_ __ $20, 076. 38 Received from s:les, etc . 50 20, 076. 88 June 30, 1910, amount expended during fiscal year, for lnaintelance of improvement_ 1, 354. 39 July 1, 1910, balance unexpended_ 18, 722. 49 July 1, 1910, outstanding liabilities_ 172. 55 July 1, 1910, balance available_________ _________________________18. 549. 94 (See Appendix E 12.) 13. Browns (Creek,New York.-This is a narrow strealn which empties into Great South Bay, Long Island, near Browns Point. It 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 from the 6-foot contour in the bay to Sayville highway bridge, to be 100 feet wide and 4 feet deep at mean low water, with 2 feet greater depth at the entrance for a length of 1,500 feet, and to be protected at the entrance by jetties on both sides, the west jetty to be 1,600 feet long and the east jetty 1,400 feet long. Estimated cost, $46,000. Up to June 30, 1910, $31,673 had been expended on the project, of which amount $6,673 was for maintenance. There was received from the sale of maps $1.38. RIVER AND HARBOR IMPROVEMENTS. 165 Disbursements during the year were in part payment of office expenses. Proposals for dredging were invited during the year by adver- tisement, by circular letter, and verbally, but no satisfactory bids were received. Additional funds having been appropriated by the river and harbor act of June 25, 1910, it is proposed to readvertise. 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. 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. No work has been done here since then. Navigation in the entire length of improved channel is now difficult. The west jetty has been built to a length of 492 feet and the east jetty to a length of 438 feet, both with top width of 3 feet at 1 foot above high water, and both partly covered at the shore end by accre- tion. Both jetties have deteriorated to such extent that they offer but slight protection to the channel at the entrance. The maximum draft that could be carried over the shoalest part of the dredged channel at mean low water June 30, 1910, is about 22 feet; mean range of tides, 1 foot. The head of navigation is at the Sayville highway bridge, about l1 miles from the mouth. Because of rapid deterioration, due mainly to the inflow of mud from the marshes bounding the channel, $6,673 has already been expended in redredging, and the jetties, built only to about one-third of their projected lengths, offer but slight protection to the entrance. 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 jetties as projected, would be out of proportion to the benefits to be derived therefrom. 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. Short tons. Value. Year. Short tons. Value. 1898.......................... 10,700 $213,800 1905.........................51,675 $1,811,195 1899......................... 11,642 251,350 1906........................ 29,675 983,880 1901........................17,025 454,500 1907........................ 34,975' 1,043,865 1902. ........................ 17,630 299,300 1908.......................25,240 924,780 1903......................... 20,380 609,450 1909........................ 36,605 1,006,550 1904......................... 24,000 807,075 This improvement has resulted in providing a harbor for fishing boats, but probably had no effect on freight rates. I)etails 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 166 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the creek is printed in Report of the Chief of Engineers for 1894, page 710. July 1, 1909, balance unexpended_ ----------- $4, 699. 52 Amount appropriated by river and harbor act approved June 25, 1910------------------------------- -------- -- ------------- 3, 000. 00 7, 699. 52 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -- ---------------- 371. 14 July 1, 1910, balance unexpended ______________-___ 7, 328. 38 July 1, 1910, outstanding liabilities ____________________________ 2. 24 July 1, 1910, balance available-----------------------------------7, 326. 14 Amount (estimated) required for completion of existing project--- a 13, 673. 00 (See Appendix E 13.) 14. 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 a2 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. The river and harbor act approved June 25, 1910, provided for redredging the channel and the construction of jetties, but omitting the dredging from the inlet to the central basin, increas- ing the estimate for completion from $66,000 to $141,000. Estimated cost, $66,000, and $2,000 annually for maintenance. It is proposed to expend the balance available from previous appro- priations and the funds appropriated by the river and harbor act of June 25, 1910, in (a) dredging the channel to its project depth for such width as will afford immediate necessary relief to the commerce of the river, and (b) in the construction of jetties with the funds then remaining, th work to be done under contract after inviting proposals in the usual way. Up to June 30, 1910, $67,126.27 had been expended on the project, of which amount $7,305.45 was for maintenance. There was received from the sale of maps $2.92. Disbursements during the past fiscal year were in part payment of office expenses. Proposals for dredging were invited during the year by advertise- ment, by circular letter, and verbally, but no satisfactory bids were received. About 41 per cent of the work contemplated under the present project has been completed, resulting in a channel 200 feet wide and a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 167 10 feet deep at mean low water in the bay, except at bars "A" and "B," and in dredging a channel 100 feet wide and 8 feet deep at mean low water in the river. Considerable shoaling has occurred in the latter. To maintain the channel.at a minimum of cost the present west jetty is to be extended to at least the 7-foot contour in the bay, and an easterly jetty is to be built out from the shore to the same contour. Dredging through the bars in the bay is not con- templated for the present. The maximum draft that could be carried June 30, 1910, over the shoalest part of the channel from Fire Island Inlet to Central Basin is estimated at 8.5 feet, and in Patchogue River at not more than 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 17 miles and to Belleport 22 miles. The length of channel under improvement at Patchogue is about seven-eighths of a mile. 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. Short tons. Value. Year. Short tone. Value. 1898....................... 255,200 $3,702,000 1904....................... 257,879 $4,037,130 1899...................... 266,800 3.808,500 1905....................... 224,526 3,871,850 1900........... ............ 274,100 3,919,000 1906....................... 232,500 4,014,000 1901........................ 281,300 4.025,000 1907..................... . 224,108 3,903,723 1902 ........................ 257,500 4,000,000 1908....................... 195,000 3,320,000 1903 2..................... 258,500 3,995,000 1909.................. ..... 204,500 3,406,000 The effect of the work has been to facilitate commerce for limited periods after each redredging of the improved channel. No reduc- tion in freight rates has been ascertained. For details as to improvement see Patchogue River, Reports of the Chief of Engineers for 1897, page 1108, and for 1901, page 1249. A sketch is printed in Report of the Chief of Engineers for 1903, page 876. July 1, 1909, balance unexpended------------------------------- $6, 188. 99 Amount appropriated by river and harbor act approved June 25, 1910____ 50, 000. 00 56, 188. 99 June 30, 1910, amount expended during fiscal year, for maintenance of improvement..__ ---------------- 312. 34 July 1, 1910, balance unexpended--------------------------------55, 876. 65 July 1, 1910, outstanding liabilities------------------------------ 6. 90 July 1, 1910, balance available ---------- 55, 869. 75 Amount (estimated) required for completion of existing project..--_ 025, 305. 45 (See Appendix E 14.) 15. Hudson River, New Yorl.-The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 12 feet deep at all stages from deep water in the lower river to Waterford. This requires the improvement of the existing channel a Exclusive of the balance unexpended July 1, 1910. 168 REPORT OF THE CHIEF OF ENGINEERS, t. S. ARMY. between Hudson and Waterford, a distance of 39 miles. In its natural condition the channel was narrow and crooked, with a navi- gable depth of 4 feet between the state dam at Troy 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. Above the dam the navigable depth at Waterford was about 9 feet. The original project for improvement, adopted in 1834, modified in 1852 and again in 1866, had for its object the securing of a navi- gable channel of sufficient width and 9 feet deep between Troy and Albany, and 11 feet deep between Albany and New Baltimore. In carrying out this work $1,667,938 was expended. A second project was adopted July 13, 1892, and modified March 3, 1899. It provided 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, authorized 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. Thirty-four thousand dollars 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 deepening the channel at the mouth of Schodack Creek. Under this authority $4,432.37 was expended. On June 30, 1910, $3,791,664.04 had been expended; of this amount $3,743,231.67 had been expended on the present project, of which $346,797.08 was for maintenance; and the balance, $48,432.37, on the works above enumerated not included in the project. There was re- ceived from sales of maps $123.30, from sale of typewriter $35, from repayments $10.06, from reimbursements on account of removal of obstructions from the channel $78.10. The existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 719, Sixty-first Congress, second session, and provides for the con- struction of a new lock, and dam to replace the existing state lock and dam at Troy, N. Y., about 1,400 feet north of the said lock and dam; the construction of such work or works appurtenant to the dam as may be necessary for the development, use, and sale of surplus water for power; the granting of leases for the occupation of land belonging to the United States; the removal of the state lock and dam; and the excavation of a channel 12 feet deep at all stages; to be 200 feet wide from above the dam to Waterford; the general width below the dam to be 400 feet except in front of the cities of Troy and Albany, where it is to widen so as to form a harbor at each of these localities. Below the Congress Street Bridge the channel narrows to the proposed general width of 400 feet, which general width, with due increase of width at bends, is to be maintained to deep water in the Hudson River. The requirement that the depth shall be 12 feet at all stages necessitates the establishment of new planes of reference for channel depths, those of lowest water, to take the place of the assumed planes of mean low water from which the depths of the earlier projects have been reckoned. These planes of lowest water RIVER AND HARBOR IMPROVEMENTS. 169 must be assumed from the recorded planes of lowest water corrected for the changes in tidal regimen and surface slopes which the new and deeper channel will cause. Estimated cost, $5,186,064. The said improvement is to be completed within a period of four years, subject to the provisions stated in the document above referred to. The expenditures during the fiscal year were under the project adopted July 13, 1892, and resulted in the removal of shoals at Stone- house bar, Kellogg shoal, and from channel at Coeymans, and in the construction and repair of the following dikes: Cocksackie Island; Lighthouse Island; Coeymans Middle; Schodack (N. Y. S.) ; Castelton (N. Y. S.); Small Island; Cedar Hill, section 1; Over- slaugh Nos. 1, lb, and 2; and Beacon Island paved. About 85 per cent of the work proposed under the project adopted July 13, 1892, has been completed, resulting in maximum available depths at mean low water and minimum available widths so far as developed by soundings since the opening of navigation, as shown by the following table. Those of the previous year are also given in the table for comparison. 1909. 1910. Locality. Wi dth. Depth. Width. Depth. Feeet. Feet. Feet. Feet. Coxsackie shoal............ ........................ 600 12.0 600 12.( Bronk Island shoal ...............-- ............................. 350 12.0 50 0 12.( Stonehouse bar ...............------------...................---------------......-.....-- 175 11.0 200 11.1 0 Willow Island shoal.......................................... 400 12.0 400 12.( 5 New Baltimore bar..........................................- - 400 12.0 400 12.( 0 Coeymans Crossover....... ............. .............. 400 12.0 50 12.( 0 Roah Hook to North Coeymans... ........... .....- --.... 300 12.0 100 10. 0 Mulls Crossover ..... ........... ............---........ 250 12.0 200 12.( 5 Nine-Mile Tree Crossover ............................. - - - -..... 330 12.0 200 11.1 0 Castleton bar............................................... 150 12.0 200 11.3 Cedar Hill bar................................................ 180 12.0 60 11.5 5 Winnies bar................................................... 270 12.0 270 12.( Stone Light shoal-... ................................. 200 12.0 320 11.5 5 Beacon Island shoal......... .......... ................ 400 12.0 500 12.( Bogart Light shoal-....... ......................... 200 12.0 200 12.( Douws Point Crossover ....-..... ..... ................ 50 12.0 200 11.5 Cuyler bar..............---.................................... 250 12.0 300 12.( 5 Passenger bridge: 0 East draw.... . ........... ................... 100 10.5 100 10.(5 West draw................................................ 100 12.0 100 12.( West fixed span................................ .......... 160 12.0 160 12.( Freight bridge: West draw.............................................. 90 12.0 90 12.( East draw................................................ 90 12.0 90 11.3 East fixed span-... . .................................. 120 12.0 75 11. Bath Crossover..... ................... ................ 250 12.0 300 11.3 Bath shoal........................................................... 300 12.0 200 12.( Kellogg shoal.......... .............................. ......... 250 11.5 170 12.( Fishhouse shoal .............................................. 170 12.0 230 12.( Round shoal................................................. 190 11.0 130 11.( Covills Folly-................... .................... 100 12.0 100 12.( Breaker Island... ................ .................... 200 12.0 220 12.( Van Buren bar.......................... ...................... 100 12.0 90 12.( Washington bar........................................ 200 12.0 170 12.( Front of Watervliet Arsenal............................. 200 12.0 200 12. Arsenal to Congress street, Troy, N. Y....................... 300 12.0 300 *12. C Congress Street Bridge: East draw ................ ......... ........... 80 12.0 80 12. East fixed span ........... ................. ........... 150 12.0 150 12. Congress street to Broadway........ . ................... .... 200 12.0 200 12.0 Broadway to Delaware and Hudson bridge.................. 70 12.0 100 12.0 Delaware and Hudson bridge: Draw span................................................. 45 10.0 45 11.0 East fixed span..... ......... ...................... 50 12.0 50 12.0 To Hoosick street........ ............................ 75 11.0 100 11.0 Hoosick street to Boutwells............................... 75 12.0 100 12.0 Boutwells to Middleburgh street-................ ....... 75 8.5 75 8.5 Entrance to Sloop Lock-............... .................. 20 4.5 20 4.5 170 REPORT OF THE CHIEF OF ENGINEERS, V. 8. ARMY. The above depths refer to the plane of mean low water established in 1876, except between the Delaware and Hudson Company's bridge and the state dam at Troy, N. Y., where the plane established by the tide records of 1899, after the dredging below the bridge had been nearly completed, is used. For tables showing the results of previous tidal observations refer- ence is made to the Reports of the Chief of Engineers, U. S. Army, for 1897, page 998, and 1900, page 1490. 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. Above the dam the river is connected by canal with the Great Lakes and with Lake Champlain. The total length of navigable channel in- cluded in the project is 39 miles. The length of improved channel under the project of July 13, 1892, is 28 miles. For results of previous tidal observations, reference is made to the Report of the Chief of Engineers for 1897, page 998, and 1900, page 1490. The commerce within the limits of the improvement, mainly in gen- eral merchandise, farm products. building material, fuel, and ice. as obtained from the best available information, is as follows: Year. Short tons. Value. Year. Short tons. Value. 1906..................... 3,325,360 $75,664,748 1908.................... 2,945,921 $120,421,651 1907 ..................... 2,881,168 66,853,7311909 .................... 3,254,423 237,214,824 The effect of the improvement has probably been to reduce freight rates. It is proposed to apply the amount required for expenditure during the fiscal year ending June 30, 1912, in improvement and in mainte- nance. July 1, 1909, balance unexpended---------------------------_ a $55, 645. F6 Received from sales, etc_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 36. 78 Amount appropriated by river and harbor act approved June 25, 1.910_______ - ____ -- - _____ _- - - - 1,350,000.00 Amount allotted from emergencies inll rivers and harbors- ---- 3, 000. 00 1, 408, 682. 42 June 30, 1910, amount expended during fiscal year: For works of improvement____ $18, 028. 84 For maintenance of improvement ___ 33, 299. 60 51, 328. 44 July 1, 1910, balance unexpended_ 1, 357, 353. 98 July 1, 1910, outstanding liabilities ---------------------------- 923. 71 July 1, 1910, balance available---------- 1, 356, 430. 27 a Balance of $55,680.64, reported June 30, 1909, incorrect. RIVER AND HARBOR IMPROVEMENTS. 171 July 1. 1910, amount covered by uncompleted contracts .--.. $500. 00 Amount (estimated) required for completion of existing project__ a 3, 828, 710. 02 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement, and for maintenance_------_ a 750, 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. Saugerties Harbor, New York.-Saugerties Harbor is.the name applied to the mouth of Esopus Creek, which empties into the Hud- son 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, adopted June 13, 1902, provides for a channel 12 feet deep at mean low water and 200 feet wide from deep water in the Hudson River to the steamboat landing, at an estimated cost of $44,685, with an estimated annual expenditure of $2,500 for maintenance. Up to June 30, 1910, $44,160.05 had been expended on the present project; of this amount $19,087.06 was for maintenance. There was received from the sale of maps $1.10. No work of improvement or maintenance was done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to secure practical results at reasonable cost. Disbursements were in payment of expenses incurred in routine work. About 56 per cent of the work proposed under the present project has been completed, resulting in widening and straightening the nav- igable channel of 12 feet depth where Barclays Point and Powder- house reefs have been removed, and in making a fair channel from the mouth of the harbor to the steamboat landing. 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 retained by it, the channel had been reduced in width and depth so as to be practically closed to navigation by large boats; and to the relief to navigation along the wharves on the north side of the channel, where extensive shoaling had taken place, apparently as the result of the removal of the rock off Barclays Point. The maximum draft at mean low water that could be carried June 30, 1910, is estimated at 7 feet, for a minimum width of 50 feet. The mean rise and fall of tides are about 4 feet. The head of naviga- a Exclusive of the balance unexpended July 1, 1910. 172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tion is at a point about 1,600 feet below the dam. The total length of navigable channel is about 1+ miles, and the length under improve- ment is about 0.8 of a mile. 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. Short Value. Year. Short Value. tons. tons. 1901................... 67,473 .............. 1906....... ....... 83,300 $1,606,200 1902.................. 66,500 .... ....... 1907 .. ........... 95, 400 1,873, 00 1903................... 112,677.. 1908................... 114,000 2,070, 50 1904 ............. ... 113, 200 $18, 832,195(?) 1909........... .. .. 125, 100 2,177, 0(.0 1905 ... .. 81,600 1,598,000 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, 1909, balance unexpended__------------------------------ $3, 863. 12 Amount appropriated by river and harbor act approved June 25, 1910_ 12, 500. 00 16, 363. 12 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ - - - ---------- 22. 07 July 1, 1910, balance unexpended 16, 341. 05 July 1, 1910, outstanding liabilities_ 95. 09 July 1, 1910, balance available_---____ 16, 245. 96 Amount (estimated) required for completion of existing project .__a 3, 272. 06 (See Appendix E 16.) 17. Harbors at Rondout and Peekskill, New York.-(a) Rondout Harbor.-This harbor is situated at the mouth of Rondout Creek, on the west shore of the Hudson River, 90 miles above New York 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. Before improvement was begun under the adopted project a depth of 7 feet at mean low water had been obtained as a result of work done by pri- vate parties. The project for improvement, adopted June 10, 1872, provided for a channel 14 feet deep at mean low water and 100 feet wide, by dredg- ing and dike construction, at an estimated cost of $172,500, and was completed in 1.880 at a total cost of $90,000. Since then the expendi- tures have been for maintenance. Up to June 30, 1910, $140,930.12 had been expended on the project. Of this amount $50,930.12 was for maintenance. No work was done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to secure practical results at reasonable cost. The branch dike running north and a portion of the south dike are badly in need of repairs, and the channel requires redredging to re- move shoals which have reduced both the depth and width. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 173 The maximum draft that could be carried through the channel June 30, 1910, was 13 feet at mean low water, with a least width of channel of about 75 feet. The mean rise and fall of tides is 4 feet. The head of navigation is at Eddyville. The total length of naviga- ble channel is about 3 miles, of which about 3,000 feet at the entrance is included in the project for improvement. 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. Short tons. Value. Year. Short tons. Value. 1904...................... 1,469,000 $41,065,000 1907................. . 1,255,000 $5, 025,000 1905.................... 1,325,000 46,112,500 1908.......... ......... 438,000 2,075,000 1906 ..................... 998,524 5,640,900 1909 .................. 440,000 1,820,000 The effect of the improvement has probably been to keep the freight rates down during the season of navigation. It is proposed to apply the amount required for expenditure during the fiscal year ending June 30, 1912, to maintenance. 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, 1909, balance unexpended--- $2, 371. 37 Amount appropriated by river and harbor act approved June 25, 1910_ 1, 500. 00 3, 871.37 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------------ 1.49 July 1, 1910, balance unexpended_ 3, 869. 88 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvementr............. __ _o-----n n.. -- (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) Peekskill Harbor.-This harbor is an indentation on the east- ern shore of the Hudson River, about 46 miles above New York City, about five-eighths of a mile long and 1 miles wide, having before improvement a controlling depth of about 5 feet at mean low water, except near the wharves in Peekskill, where it was about 6 feet. The project for improvement, adopted June 3, 1896, 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. The project was completed in 1899, at a cost of $19,400. Up to June 30, 1910, $28,222.26 had been expended on the project; of this amount $8,822.26 was for maintenance. No work was done during the year. The amount of funds available prior to the appropriation made by act of June 25, 1910, was insuffi- cient to accomplish any practical results. a See consolidated money statement on page 174. 174 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The channel has shoaled somewhat since the last dredging in 1907. The maximum draft that could be carried through the channel June 30, 1910, at mean low water is probably less than 10 feet. Mean range of tides, about 3 feet. The total length of improved 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. Short tons. Value. Year. tons. Value. 1904...................... 81,265 $3,751,985 1907......... .......... 107,963 $733, 766 1905 .................. 74,546 1,134,748 1908a ................. 226,533 4,984,046 1906 .................... 88,500 659,864 1909..................... 272,102 8,131,737 a Increase mainly due to the receipt of more complete statistics for 1908 than for previous years. A slight reduction in freight rates has been reported. It is proposed to apply the amount to be appropriated for expendi- ture during the fiscal year ending June 30, 1912, to maintenance. Detailed description of this improvement is printed in Repofts 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, 1909, balance unexpended -- -- ------- $277. 74 Amount appropriated by river and harbor act approved June 25, 1910_ 1, 500.00 July 1, 1910, balance unexpended 777. 74 1-------------------------- Amount required for expenditure in fiscal year ending June 30, 1912, 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 1.899. CONSOLIDATED. July 1, 1909, balance unexpended -------------------------------- $2, 649. 11 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 5, 649.11 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -- ------ ---- ------- 1.49 July 1, 1910, balance unexpended---------------- 5, 647. 62 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenaice of improvement------------------------- b 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 17.) 18. 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- a See consolidated money statement on this page. b Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 175 bridge over which passes the New York Central and Hudson River Railroad. The depth before improvement did not exceed 6 feet, and the width of channel varied from 25 to 75 feet. The project for improvement, adopted September 19, 1890, pro- vided for a channel 8 feet deep at mean low water and 80 feet wide, at an estimated cost of $13,000. The project was completed April 30, 1892, at a cost of $13,000, and resulted in making a channel of the projected width and depth. Up to June 30, 1910, $18,879.60 had been expended on the project; of this amount $5,879.60 was for maintenance. No work was done during the past fiscal year. The funds avail- able prior to the appropriation made by the river and harbor act of June 25, 1910, were insufficient to accomplish any results of material benefit to navigation. Disbursements were in payment of expenses incurred in making an examination of reported obstructions. To maintain the channel width and depth as projected repeated redredging is necessary. The maximum draft that could be carried June 30, 1910, at mean low water, from deep water in the Hudson River to the head of navi- gation is about 7 feet. The mean rise and fall of tides at the mouth of the creek is.about 3.3 feet. The head of navigation is at the falls. The total length of navigable channel is about 2 miles. The improved channel extends to within about 350 feet below the falls. 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. ort Value. Year. Short Value. 1904...................... 56,927 $7,955,975 1907. ... .......... 44,493 $445,765 1905 ...................... 49,562 4,872,903 1908 41,574 a6,990,600 1906 ................... 46,194 572,399 1909................ ... 45,395 7,476,733 a Increase due to more accurate returns from interested parties for 1908 than for 1906 and 1907. It is reported that commercial interests have been greatly bene- fited by the improvement, but no reduction in freight rates has resulted therefrom. Details in reference to this work appear in the Report of the Chief of Engineers for 1890, page 759, and for 1893, page 1024. A sketch is printed in the Report of the Chief of Engineers for 1904, page 1051. July 1, 1909, balance unexpended _________-___________- _ $1, 650. 66 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000.00 6, 650. 66 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_____----------------- ------------------------- 30. 26 July 1, 1910, balance unexpended _____------------- - - 6, 620. 40 (See Appendix E 18.) 19. Tarrytown Harbor, New 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 4 feet at mean 176 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. low water. Before improvement two channels of about 6 feet depth led up to main wharf. The project for improvement, adopted March 3, 1905, provides for a channel along the wharf front of the harbor and connecting it north and south with deep water in Hudson River, to be 12 feet deep at mean low water, and 150 feet wide along the wharf front; and 100 feet wide in the northerly and southerly connections with the Hudson River. Estimated cost, $26,000, increased in 1907 to $35,491.68, and $1,000 or $2,000 biennially for maintenance. Up to June 30, 1910, $23,231.64 had been expended on this project; of this amount, $5.37 was for maintenance. There was received from sale of maps $1.50. No work was done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to accomplish any results of material benefit to navigation. About 65 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. It is probable that the dredged areas have shoaled to an appreciable extent. The maximum draft that could be carried in the dredged channel June 30, 1909, 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 3z feet. The total length of projected channel is about lj 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: Year. Short tons. Value. Year. tons. Value. 1905......... ........... 71,201 $1,830,092 1908......... ..... ...... 71,325 $3,648,856' 1906 .................... 79,714 384,979(?) 1909......... .. .......... 1,764,590 13,426,718 1907 . .................. 86,076 3,641,915 A slight reduction in freight rates has been reported as resulting from the improvement. Detailed description of this harbor is printed in Report of the Chief of Engineers for 1900, page 1520. A sketch of the locality is printed in House Document No. 283, Fifty-sixth Congress, first session. July 1, 1909, balance unexpended------------------------ ------- $2, 773.73 Received from sales, etc_ ---------------------- 1. 50 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 12, 775. 23 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_------------------------------------------- 5. 37 July 1, 1910, balance unexpended --------------------------- 12, 769.86 July 1, 1910, outstanding liabilities_ -------------------- 16. 15 July 1, 1910, balance available -------------- ---------------- 12, 753. 71 (See Appendix E 19.) RIVER AND HARBOR IMPROVEMENTS. 177 20. 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 Qn the eastern bar. The present project for improvement, adopted March 2, 1907, pro- vides 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. This improvement was intended to diminish the congestion of and danger in the main channels in the lower bay by directing there- from light-draft steamers and sailing vessels, long tows, and excur- sion vessels plying between New York and Coney Island or Rockaway Inlet. Up to June 30, 1910, $52,547.39 had been expended on this project, all in improvement. There was received $36.67 on account of repay- ment and 33 cents from the sale of maps. About 31 per cent of the work proposed under the project has been accomplished, resulting in making a channel through the western bar 20 feet deep at mean low water and 340 feet wide. The channel dredged in 1907 has been entirely filled in, as shown by a survey made in June, 1908. The contract for this work was terminated August 27, 1908, before its completion; nothing has been done in the way of improvement since the termination of this contract. The indications are that the annual cost of maintenance may be as much as $50,000 or $60,000, one-third or more of the estimated cost of dredging the channel. Since the cost per cubic yard for dredging in this locality, if done by a govern- ment seagoing dredge, will probably be not more than about one- third of the cost by contract, it is proposed to resume this work as soon as such seagoing dredge can be assigned thereto. The maximum draft that could be carried over the shoalest part of the channel June 30, 1909, at mean low water, is estimated at 124 feet. The mean range of tides is about 4.6 feet. The total length of projected channel is about 1I miles. 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, 1909, balance unexpended___.. __--------. . .. - $135, 789. 61 July 1, 1910, balance unexpended------------------- - 135, 789. 61 (See Appendix E 20.) 56932o-ENG 1910-----12 178 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 21. Jamaica Bay, New York.-This bay lies wholly within the limits of New York City in the south shore of Long Island, New York. It is approximately 8 miles long and 4 miles wide, and covers an area of about 45 square miles. It is connected with the ocean at Rockaway Inlet by a shifting channel having a least depth over the bar of about 13 feet at mean low water when surveyed in 1908, in- creasing to about 50 feet inside of Rockaway Point. Low lying hummocks in the bay and bounding marshes reduce the water area to about 25 square miles. Numerous channels, varying both,in width and depth, pass between the hummocks and along the shores of the bay, some of which are not navigable at ordinary low water. In the river and harbor act approved June 25, 1910, Congress adopted a project for improvement in accordance with the report submitted in House Document No. 1488, Sixtieth Congress, second session, and appropriated $250,500 for the work with the proviso that no part of this amount shall be expended until the Secretary of War is satisfied that the city of New York is prepared to under- take its part of the general plan for the improvement of Jamaica Bay as outlined in the report cited above. In this project the United States and the city of New York pro- pose to enter into a general plan of improvement of Jamaica Bay jointly, by bulkheading the shores of the bay, filling behind the bulk- heads, and dredging and maintaining an entrance and interior channels. It is proposed that the General Government provide the main waterway and the city the auxiliary waterways, bulkheads, fills, and basins. The main waterway as defined above is of two parts-(a) an entrance channel between the deep water of the ocean and the southeast corner of Barren Island and (b) a main (interior) chan- nel lying at the inner end of the entrance channel and terminating at the mouth of Cornell's Creek. Under this arrangement the United States is to open and maintain the channel of entrance, and the city of New York is to dredge the main interior channel and "be reim- bursed therefor at the rate of 8 cents per cubic yard, place measure- ment, for all material dredged within the limits of the main channel to the extent only of $4,720,000, less cost to the Government of super- intendence, surveying, and inspecting." The main waterway, as projected, is to have ultimately a depth of 30 feet with a width of 1,500 feet in the entrance channel, and a width of 1,000 feet in the main channel. The channels are to be opened by dredging and maintained by dredging, and by the con- struction of jetties at the entrance to the bay, if necessary. The total ultimate cost to the United States for the improvement should not exceed $7,430,050, plus the cost of maintaining the entrance channel. It is proposed first to open and maintain an entrance channel 18 feet deep and 500 feet wide at an estimated cost of $250,500. It is proposed further that "the city shall not be reimbursed for excavat- ing any material from the main channel below the depth of 18 feet until the United States has undertaken to increase the depth of the entrance channel beyond 18 feet." Congress has appropriated the amount estimated as necessary for the opening of the 18-foot channel of entrance, but has not as yet RIVER AND HARBOR IMPROVEMENTS. 179 made any appropriation for reimbursing the city. In view of the proviso quoted from the act, this appropriation can not be expended until the city of New York has taken definite action satisfactory to the Secretary of War. Such action has not yet been taken. The maximum draft that could be carried through the inlet on June 30, 1910, at mean low water is estimated at 13 feet, reducing to less than 1 foot at the head of the bay. The mean range of tides varies in different localities from 4.8 to 5.1 feet. The head of navi- gation in the bay is at Nortons Point, about 11 miles from the en- trance at Rockaway Inlet; a number of narrow tidal creeks enter the bay from the east and north. The commerce of this locality, as obtained from the best informa- tion available, consisting mainly of ashes and garbage, coal, general merchandise, fish, and building materials, amounted in 1909 to 977,266 short tons, valued at $3,846,574.63. The amount required for expenditure during the fiscal year ending June 30, 1912, can not be definitely stated, since it depends upon future developments as to what action will be taken by the city of New York in prosecuting the work of interior improvement. Detailed description of this improvement and map of the bay are printed in House Documents Nos. 1488 and 1506, Sixtieth Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910--- -------------------------------------------- $250, 500. 00 July 1, 1910, balance unexpended---------------------------- 250, 500. 00 Amount (estimated) required for completion of existing project_ a7, 179, 550. 00 (See Appendix E 21.) 22. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of barge Bessie.-The removal of this wreck was reported in the Annual Report of the Chief of Engineers for 1909, page 157. An unexpended balance amounting to $70 was de- posited to the credit of the Treasurer of the United States July 31, 1909. (b) Wreck of scow (name unknown).-This wreck obstructed and endangered navigation in the Hudson River, New York, immediately north of Watervliet Arsenal wharf. Reported to the department July 19, 1909, and an allotment of $300 for its removal was made July 23, 1909. Removal was completed July 31, 1909, at a cost of $285; the balance of the allotment, amounting to $15, was deposited to the credit of the Treasurer of the United States August 31, 1909. (c) Wreck of barge Kaaterskill No. 1.-This barge sank in New- town Creek, New York, on the night of July 2-3, 1909. Reported to the department July 21, 1909, and allotment of $700 and $900 for its removal were made on July 30 and August 31, 1909, respectively. Removal was completed at a total cost of $1,600, and final report was submitted October 19, 1909. (d) Wreck of barge Helen R.-This barge, loaded with broken stone, sank in Flushing Creek, New York, obstructing navigation immediately north of the bridge at Strongs Causeway. Its removal was recommended October 27 1909, and an allotment of $3,000 for this purpose was approved November 1, 1909. Removal was com- a Exclusive of the balance unexpended July 1, 1910, 180 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pleted at a cost of $1,040, and the balance of the allotment, amounting to $1,960, was deposited to the credit of the Treasurer of the United States December 28, 1909. (e) Wreckage, Hudson River, New York, in the Overslaugh.- This wreckage consisted of a piece of the hull of a wooden vessel. Nothing could be learned as to the owner or history of the boat. Re- moval was recommended to the department October 8, 1909, and an allotment of $500 for this purpose was made October 13, 1909. Removal was completed at a total cost of $477.94, and the balance of the allotment, amounting to $22.06, was deposited to the credit of the Treasurer of the United States December 28, 1909. (f) Wreckage, Hudson River, New York, on Stonehouse bar.-This wreckage was reported to the department October 26, 1909, and al- lotments of $300 and $100 for its removal were made October 29, and November 2, 1909, respectively. Subsequently the obstruction was found to consist of sand, broken stone and bowlders, which were removed at a cost of $300, the pay- ment of which sum was authorized to be made from the funds in hand from the appropriation for "Preservation of River and Harbor Works, for Hudson River, New York, General Improvement," and the $400 allotted from the indefinite appropriation for removing wrecks was deposited December 28, 1909, to the credit of the Treas- urer of the United States as a repayment to the credit of that appro- priation. (g) Wreck in Great South Bay off Point o' Woods (name un- known).-Removal was recommended February 5, 1910, and allot- ments of $300 and $75 for this purpose were made February 10 and March 10, 1910, respectively. Removal was completed March 11, 1910, at a cost of $375. (h.) Wreck off Rockaway life-saving station, Long Island, New York (no name).-This wreck consisted of a submerged scow, which, upon investigation on April 29, 1910, proved to be so serious a menace to navigation that immediate steps were taken toward its removal. The scow was removed to a place of safety on April 30, 1910, at a cost of $375, and the owners not having been found it is proposed to sell it at public auction. Report upon this wreck was submitted to the department May 2, 1910, and an allotment of $375 to pay the cost of removal was made May 6, 1910. (See Appendix E 22.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Sdocuments as indicated: 1. Preliminary examination of Indian Creek, Jamaica Bay, New York, wzith a view to obtaining a depth of 6 feet.-Report,, dated August 11, 1909, is printed in House Document No. 207, Sixty-first Congress, second session. The improvement of this locality is not considered worthy of being undertaken by the General Government. RIVER AND HARBOR IMPROVEMENTS. 181 2. Preliminaryexamination of Stonybrook Harbor, including Por- poise Channel, New York.-Report, dated July 8, 1909, is printed in House Document No. 300, Sixty-first Congress, second session. The locality in question is not considered worthy of improvement by the General Government. 3. Preliminary examinations and surveys of Hudson River, New York, at Coeymans, Albany, Troy, and Waterford.-Reports, dated May 5, July 31, August 2, 1909, and January 10, 1910, respectively, are printed in House Document No. 719, Sixty-first Congress, second session. Plans for improvement at an estimated cost of $5,186,064, provided that local interests cooperate in meeting the expense of the proposed improvement, were presented, as follows: At Trop to the extent of $420,559 and at Albany $105,000. The improvement of the river at Coevmans is not considered worthy of being undertaken by the General Government. 4. Preliminary examination and survey ,of Huntington Harbor, New York.-Reports, dated August 10, 1909, and January 10, 1910, respectively, are printed in House Document No. 827, Sixty-first Con- gress, second session. This harbor is not considered worthy of any improvement beyond that contemplated by existing project, but it is believed that this project should be maintained. 5. Preliminary examination and survey of Sterling Basin, Green- port Harbor, New York.-Reports, dated July 9 and December 29, 1909, respectively, are printed in House Document No. 874, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $22,500 is presented. 6. Preliminary examination and survey of Sheepshead Bay, New York, with a view to obtaining an increased depth at the mont h.-Re- ports, dated August 7, 1909, and April 19, 1910, respectively, are printed in House Document No. 959, Sixty-first Congress, second ses- sion. A plan for improvement at an estimated cost of $13,600 is presented. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Flushing Bay, New York, with a view to securing increased depth to the head of navigation. 2. East River, including Little Hell Gate, New York. 3. Mamaroneck Harbor, New York, with a view to deepening the channel to not less than 12 feet. 4. Harlem River, New York, with a view of straightening the channel at the curve near the Johnson Iron Works. IMPROVEMENT OF NEW YORK HARBOR IN THE SECOND NEW YORK, NEW YORK, DISTRICT. This district was in the charge of Col. S. W. Roessler, Corps of Engineers, having under his immediate orders Capt. H. L. Wigmore. Corps of Engineers. Division Engineer, Col. D. W. Lockwood, Corps of Engineers, to September 21, 1909, and Col. William T. Rossell. Corps of Engineers, since that date. 1. New York Harbor, New York.-There are at present two channels of approach to New York Harbor, the Main Ship-Bayside- Gedney channel and the new Ambrose channel. 182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Main Ship-Bayside-Gedney channel.-Before improvement by the United States, this channel carried a depth of 23.7 feet across the outer bar at mean low water, and about the same depth 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 the outer portion of this channel, known as Gedney channel, was approved by the Secretary of War, December, 1884, under the provision of the river and harbor act of 1884, and in 1886 was extended to cover the whole of the main entrance. It provided for dredging a channel 30 feet deep at mean low water, and 1,000 feet wide, between the sea and deep water at the Narrows. The estimated cost was $1,490,000 for dredging 4,300,000 cubic yards. The work was substantially completed in October, 1891, by the dredging of 4,875,079 cubic yards. The maintenance of this route has been carried on under a project approved November 15, 1892, under the provision of the river and harbor act of July 13, 1892. The total expended in maintenance for the period of eighteen years since completion of project in 1892 is $721,962.41. The cost has been increasing from year to year and the present estimated amount required for maintaining the channel .to full width and depth is $100,000 per year. It would not have been below this for several years if the channel had been kept its full width of 1,000 feet. The amount expended in original excavation was $1,518,024.52. These expenditures have resulted in maintaining a channel 30 feet deep at mean low water for a width of 1,000 feet or over, except on the Main Ship channel where the width has varied from 600 to 800 feet. The project was further extended by the river and harbor act of June 25, 1910, to include the maintenance of Ambrose channel under the terms of the river and harbor act which appropriated $200,000 for " improving New York Harbor, New York, for maintenance. including Ambrose channel." The work of the fiscal year ending June 30, 1910, has consisted in excavating 459,993 cubic yards of mud and sand from either side of Main Ship channel where the accretions are continuous and greatest, due to the set of the tidal current across the course of the channel. Bayside and Gedney portions of the channel are farther seaward and more nearly true with the tide currents and require comparatively little dredging to maintain the full width and depth. The length of that part of New York Harbor included in the limits of the project (from Atlantic Ocean to the Battery, New York City) is 22 miles. The dredging has extended over about 8 miles of this route. The mean rise of tide is 4 feet. Ambrose channel.-Ambrose channel (formerly known as East channel) had an original available depth of 16 feet at mean low water and was used only by towboats, scows, and very light-draft vessels. By the terms of the river and harbor act of 1899 a project was adopted for making an entrance to New York Harbor by this chan- nel, to be 2,000 feet wide and 40 feet deep at mean low water. It involved an estimated excavation of about 42,500,000 cubic yards of material for a length of 7 miles of channel. The work was author- ized to be done under a continuing contract, at a cost not exceeding RIVER AND HARBOR IMPROVEMENTS. 183 $4,000,000. Under the 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 aban- doned the work, and the river and harbor act of 1907 authorized the building of two more United States dredges, at the same time chang- ing the authorized limit of expenditure to $5,148,510. The sundry civil act of June 25, 1910, appropriated $324,510 for this work, which, with prior appropriations, makes up the authorized limit, and which will suffice to complete the construction of the channel. To June 30, 1910, $4,621,135.37 has been expended in building four dredges and in excavating 52,158,192 cubic yards of sand, mud, and stones. During the fiscal year ending June 30, 1910, four United States dredges were engaged upon this work nearly continuously, excavating 9,246,401 cubic yards of sand, mud, and stones. Ambrose channel now has a depth of 40 feet at mean low water for 1,000 feet width over the inner half, and 1,750 to 1,900 feet width in the outer half. It is easily navigable at mean low tide for ships of 37 feet draft going at moderate speed, and has a maximum high- water capacity of 44 feet. The project is regarded as about seven- eighths completed. This channel was first buoyed for navigation in September, 1907, and regulations were issued by the Secretary of War, under authority of law, restricting its use to daylight navigation by ships of 29 feet draft or over, or of 600 feet length or over. As the improvements progressed it became practicable to remove most of this restriction, and under authority of act of Congress of March 3, 1909, regulations were issued permitting use of the channel by day or night by all steamships or steamers not having tows, regardless of size. This was promptly made use of and now the channel is used by practically all of the transatlantic lines and many of the others. Removal of submerged reef in North River, near Pier A, Man- hattan.-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 withdrawing $20,000 from the Ambrose channel appropriation, in addition to $25,000 similarly diverted by joint resolution of Congress approved July 1, 1902. A contract was entered into for the entire removal of the rock to 40 feet depth, at cost of $40,000; the whole area of the rock had been drilled and blasted, and 363 cubic yards of rock removed up to August 11, 1908, when the contractor with- drew his plant and failed to resume work until the contract expired by limitation. A new contract was entered into under which the removal of the reef to 40 feet depth was completed in December, 1909. The total amount expended on this rock is $43,979.12; it is expected that part of this may be recovered from the sureties on the failing contract. The foreign exports and imports for the port of New York during the year ending June 30, 1909, amounted approximately to 11,141,396 short tons, valued at $1,521,966,090, being an increase over the valua- tion of 1886, before improvement of the harbor entrance was begun, of $681,689,398. The entire cost of this improvement up to date is about 1 per cent of the increase in valuation of foreign commerce alone for this port since the improvement began, and is less than one-half of 1 per cent of the present annual value of foreign commerce. 184 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No statistics of domestic and local commerce are kept. It is impossible to estimate the effect of the improvement upon freight rates. During 1909, 153 different ships, drawing 27 feet or more, made 675 trips outward and 220 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. MAINTENANCE-INCLUDING AMBROSE CHANNEL. July 1, 1909, balance unexpended $98, 602. 72 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------ 200, 000.00 298, 602. 72 June 30, 1910, amount expended during fiscal year, for maintenance of improvement- -------------- 34, 065. 13 July 1, 1910, balance unexpended ---------------------- 264, 537. 59 July 1, 1910, outstanding liabilities------------------------------ 5, 000. 00 July 1, 1910, balance available --------------------------------- 259, 537. 59 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement----------------------- a 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. NEW YORK HARBOR, GENERAL IMPROVEMENT. June 30, 1910, received by transfer from Ambrose channel------------$997. 00 June 30, 1910, expended during the fiscal year------------------------997.00 AMBROSE CHANNEL. July 1, 1909, balance unexpended---------------------------- b $582, 219. 41 Amount appropriated by sundry civil act approved June 25, 1910__ 324, 510. 00 Received from sale of property and maps_ - $1, 017. 72 Received by transfer from "Obstruction in North River "-------------------------------------- 1, 020. 88 2, 038. 60 908, 768. 01 June 30, 1910, amount expended during fiscal year : For works of improvement $422. 203. 24 Transferred to " General improvement "_------ 997. 00 Treasury settlement------------- 70. 05 423, 270. 29 July 1, 1910, balance unexpended 485, 497. 72 July 1, 1910, outstanding liabilities_ 29, 984. 60 July 1, 1910, balance available . -- 455, 513. 12 a EXchlsive of the balance unexpended July 1, 1910. bBalance reported unexpended July 1, 1909, was erroneously stated as $583,152.52; should have been $582.219.41. RIVER AND HARBOR IMPROVEMENTS. 185 OBSTRUCTION IN NORTH RIVER. July 1, 1909, balance unexpended_ $39, 287. 55 June 30, 1910, amount expended during fiscal year: For works of improvement $38, 266. 67 Transferred to "Ambrose Channel "__________ _ 1, 020. 88 39, 287.55 (See Appendix F 1.) 2. Channel in Gowanus Bay, New York Harbor, New York--Bay Ridge and Red Hook channels.-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; it was subsequently modi- fied 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 $241,000 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. The river and harbor act of March 2, 1907, authorized the prosecu- tion of the improvement of these channels with a view to obtaining, first, a depth of 35 feet, and subsequently the full depth of 40 feet and width of 1,200 feet, in accordance with the project adopted in 1899; and appropriations since March, 1907, have been applied to dredging these channels 35 feet deep over the full width, 1,200 feet. Under the project of 1899, $1,920,345.57 has been expended in dredging 16,216,908 cubic yards of sand and mud, which is nearly three-quarters of the excavation originally estimated as required to complete the project. Bay Ridge channel has been dredged 35 feet deep and 1,200 feet wide, and retains that depth except where it has shoaled at the upper end and along the edges. Red Hook channel has been dredged to nearly the same dimensions under a contract about to be completed. The available depth in both channels is 35 feet. The total length of channel covered by the improvement is 42 miles; the mean rise of tide is 4 feet. During the year ending June 30, 1910, 1,767,792 cubic yards of sand and mud were dredged, widening both channels to 1,200 feet, with depths of 35 feet. 186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply present and future appropriations to deep- ening Bay Ridge and Red Hook channels to 40 feet, with width of 1,200 feet, as contemplated in the adopted project. In view of the extent and importance of this improvement it is recommended that a further continuing-contract authorization be made for its completion, or at least for the completion of work on Bay Ridge channel, this latter part of the project being estimated to cost $1,091,000, or $600,- 000 in excess of funds heretofore appropriated or authorized. After the failure of the original contract for completion of the present project, it was evident that no prices could be obtained which would permit .of completing the whole work within the $2,500,000 authorization of 1899. A new survey was made, and in 1909 a new estimate of cost of completion was submitted, amounting to $1,450,- 000, making the entire cost for the 1899 project $3,459,000. The commerce of this part of the port of New York consists of coffee, sugar, cotton, coal, and miscellaneous freights, chiefly from foreign ports. Statistics collected for 1908 showed that it amounted to about 4,287,900 short tons, of an estimated value of $221,488,000. The figures for 1909 would show no significant changes. 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, 1909, balance unexpended __________________________ $393, 591. 87 Amount appropriated by sundry civil act approved June 25, 1910_ 250, 000. 00 Received by Treasury settlement---------------- 901. 89 644, 493. 76 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------- 304, 909. 64 July 1, 1910, balance unexpended-_------------------------- 339, 584.12 July 1, 1910, outstanding liabilities______________________ 59, 103. 97 July 1, 1910, balance available_----------------------------- 280, 480. 15 July 1, 1910, amount covered by uncompleted contracts ------- 26, 222. 83 Amount (estimated) required for completion of existing project_ a 1, 200, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement--_________________-------------------- a 241, 000. 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, New York.-The project for this entire work, adopted under the terms of a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 187 the sundry civil act of 1901, which made appropriations for beginning operations, 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. On account of economies effected in the cost of the sea wall, no in- crease in the estimated cost has been found necessary to cover the increased area. Work was begun in August, 1901, and up to June 30, 1910, $917,- 335.22 has been expended. During the fiscal year 603,838 cubic yards of filling material were delivered in the inclosure, of which 151,406 cubic yards were placed above low water, adding about 8( acres to the area of embankment built up to approximate final grades. The final grading of the en- largement has been begun. A light and fog bell were maintained at the southwest curve of the sea wall. The entire work done to June 30, 1910, 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 88A acres above low water. 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 completing sea wall and embankment construction. July 1, 1909, balance unexpended -_ _ ___-------------- $214, 753. 70 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------------ 32, 086.32 July 1, 1910, balance unexpended----- - --- 182, 667. 38 July 1, 1910, outstanding liabilities_------------- 7, 007. 32 July 1, 1910, balance available__--_-_---- ------------- 175, 660. 06 July 1, 1910, amount covered by uncompleted contracts_ _---- -- 130, 128. 04 (See Appendix F 3.) 4. Removing sunken vessels or craft obstructing or endangering navigation.-Wreck of steamship Finance.-The Finance, a steel ship belonging to the Panama Steamship Company, sank November 26, 1908, just north of Bayside channel, as the result of a collision in a dense fog. In the spring of 1909 work was begun under contract for removal for the sum of $23,950. Progress has been slow on account of the difficulty of breaking up the steel hull. The removal is con- sidered about two-thirds completed. Wreck of steamship Daghestan.-ThisBritish ship, outward bound, collided with another ship on December 18, 1908, and after floating several hours sunk in 65 feet of water about 3 miles outside the 188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. harbor entrance. The obstruction was marked with gas and bell buoys. On May 28 a contract was entered into for removal of so much of the wreck as necessary to make a clean depth over it of 50 feet at mean low water for the sum of $33,700. The contract was completed in May, 1910. Wreck of barge Vmi. H. Connor.-This barge, in tow, collided with a schooner near the entrance of the harbor on or about April 22, 1909; she was towed to the edge of the channel and grounded in 22 feet of water. A contract for her removal at cost of $3,000 was made; work was begun in July and completed in October, 1909. Wreck of schooner Daylight.-January18, 1910, this schooner came into collision with a scow and sank near the west edge of Ambrose channel, at its upper end. Under contract the wreck was lifted and taken from the channel in March, 1910, at cost of $4,500. Wreck of schooner J. Henry Edmunds.-The Edmunds was sunk on the east side of the South Channel range on February 1, 1910. after collision in a fog. She was partly broken up in storms, and a contract was made for her removal at cost of $3,495. Work was begun at once and the wreck completely removed April 4, 1910. Abandoned canal boats M. P. De Long and Mary O'Donnell.-Two canal boats, abandoned and in a sinking condition, were found adrift in New York Harbor in September, 1909. They were a distinct menace to shipping in the harbor and were removed as a matter of emergency. The removal was paid for by an allotment of $100 made for each wreck. The total amount expended during the fiscal year for the removal of wrecks was $53,008.27. (See Appendix F 4.) EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Report dated May 22, 1909, on preliminary examination of Bay Ridge and Red Hook channels, New York Harbor, with a view to the removal of the shoal between these channels and the deep water of the bay, and the construction of a breakwater or quay extending from Red Hook Point on and along the westerly side of said shoal as it now exists, for the purpose of providing protection to that part of the harbor against the effects of westerly winds, required by the river and harbor act of March 3, 1909, was duly submitted by the district officer. It was reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and was transmitted to Congress and printed in House Document No. 205, Sixty-first Congress, second session. These channels are not considered worthy of further im- provement at the present time in the manner proposed. IMPROVEMENTS 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, to September 21, 1909; from September 21 to October 5, 1909, in the charge of Col. S. VW. Roessler, Corps of Engineers; and in the charge of Col. Wm.T. Ros- RIVER AND HARBOR IMPROVEMENTS. 189 sell, Corps of Engineers, since the latter date, division engineer, east- ern division, since September 21, 1909. 1. PassaicRiver, 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, by diking and dredging, from Newark to Passaic from 6 to 7- 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, 1910, was $500,278.52, of which $389,610 was used in carrying out the projects and $110,668.52 for maintenance. :Existing projects: That adopted by the act of June 13, 1902, in accordance 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, addi- tional 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 maintenence is estimated at $10,000. The amount expended on this project up to the close of the fiscal year end- ing June 30, 1910, was $280,741.70, of which amount $127.96 was derived from sale of maps. By the passage of the river and harbor act approved March 2, 1907, a project has been adopted which provides for making a chan- nel 16 feet deep at mean low water, 300 feet wide from deep water in Newark 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 $285,000 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, 1910, was $411,623.06. 190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The projects of 1902 and 1907 for the lower part of the river in- clude or supersede the part of the old project below Newark, but leave in force the part above Newark which is included between the Montclair and Greenwood Lake Railroad bridge and the city of Passaic, a distance of 6 miles, as stated under head of " first project" above. Up to June 30, 1910, $210,451.98 had been expended on this part of the project, of which $150,734 was expended for the project and $59,717.98 for maintenance work. The annual cost of main- tenance is estimated at $5,000. This project is practically completed, a depth of 6 feet at mean low water and width of about 100 feet having been obtained. Under project of June 13, 1902, channels of 12 feet depth and 200 feet in width have been completed from Newark Bay to the Nairn Linoleum Works, and of 10 feet depth and nearly 200 feet width to the Montclair and Greenwood Lake Railroad bridge. This project is nearly completed. There remains some widening to be done near the said railroad bridge. During the fiscal year operations consisted in dredging under a continuing contract under project of March 2,1907. Dredging was in progress at the beginning of the year, at which time 1,849,456 cubic yards of material had been removed from Newark Bay and Passaic River. Dredging was continued through the year, and 761,500 cubic yards of material were removed. The 16-foot channel was widened and extended, and the work in Newark Bay was nearly completed. Under this project the channel has thus far been dredged to the Center Street Railroad Bridge, Newark, a distance of about 8 miles from the beginning of the work in Newark Bay, with widths of from 200 to 300 feet. About two-thirds of the work proposed has been accomplished. Contracts dated May 13 and May 24, 1910, have been entered into for dredging below and above the Montclair and Greenwood Lake Railroad bridge under projects of 1902 and 1872, respectively. The maximum drafts that could be carried June 30, 1910, were as follows: Sixteen feet in Newark Bay, a distance of about 3 miles; thence 14 to 15 feet in Passaic River, a distance of about 5 miles; thence 12 feet in Passaic River, a distance of about 11 miles; thence 10 feet, about 1 miles to the Montclair and Greenwood Lake Railroad bridge; and 5 feet from that bridge to the city of Passaic. Mean range of tides, at mouth of river, 4.7 feet, and at Passaic, 3.5 feet. It is proposed to apply the available balance and the amount to be appropriated 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 1905; to 2,577,188 tons in 1906 and 1907, valued at $167,113,305; in 1908 to 2,110,959 tons, valued at $171,612,700; and in 1909 to 2,650,809 tons, valued at $164,800,203, including the commerce of Hackensack River, which passes through Newark Bay. Tonnage reported before 1908 in long tons, since reported in short tons. This improvement is necessary to the great industrial interests, and has reduced freight rates $1 a ton on coal apd building mate- RIVER AND HARBOR IMPROVEMENTS. 191 rials, and its continuance is necessary to the successful carrying on of the business 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. Re- ports upon preliminary examination of Newark Bay, and prelimi- nary examination and survey of Passaic River, ordered by river and harbor act approved March 3, 1909, were made on April 23, 1909, July 14, 1909, and April 8, 1910, respectively. 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, 1909, balance unexpended___________________ ____ $300, 081.24 Amount appropriated by sundry civil act approved June 25, 1910___ 150, 000. 00 Received from sale of maps during the year__________- -____-- - - 35. 41 450, 116. 65 June 30, 1910, amount expended during fiscal year: For works of improvement____________________ $148, 847.66 For maintenance of improvement______________ 1, 417. 91 150, 265. 57 July 1, 1910, balance unexpended__________-____________-- ---- _ 299, 851. 08 July 1, 1910, outstanding liabilities_ ---------------------- 41, 569. 67 July 1, 1910, balance available 258, 281. 41 July 1, 1910, amount covered by uncompleted contracts----------- 286, 000.01 Amount (estimated) required for completion of existing project___ a 601, 775. 00 Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement ___________-_______ $150, 000.00 For maintenance of improvement ---------- 5, 000.00 a 155, 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, channel between Staten Island and New Jersey, and channel north of Shooters Island, be- tween New York 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 contemplated 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 a Exclusive of the balance unexpended July 1, 1910. 192 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 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. Further 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. Experience indicates that the annual cost of maintenance will be not less than $25,000. Work under this project is authorized to be done under continuing con- tracts, $61,000 of the authorization still remaining to be appropri- ated. The amount expended on the project to June 30, 1910, was $509,695.86, and for a harbor line survey $2,850.43. Of this amount $35 was derived from the sale of maps. Operations during the past fiscal year consisted in dredging,.un- der a continuing contract, approved by the department on October 27, 1903, upon which work was commenced on December 2, 1903. During the year 389,245 cubic yards of material were removed from several sections of the channel between Shooters Island and Car- teret, a distance of about 8 miles. The dredging contemplated by this project has been practically completed, and the 21-foot channel has been dredged through the waterway, with widths of about 300 feet. The maximum draft that could be carried through the entire length of the improved waterway on June 30, 1910, was 20 to 21 feet at mean low water. Mean range of tides, 5 feet. It is proposed to apply the amount to be appropriated to dredging for maintenance in accordance with the adopted project. The freight carried through this waterway consists of oil, coal, ores, clay products, chemicals, fertilizers, grain, machinery, manu- factures, and general merchandise, and amounted in 1899 to 11,- 311,991 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; in 1907 to 14,948,077 tons, valued at $245,032,666; in 1908 to 15,995,231 tons, valued at $239,395,113; and in 1909 to 15,629,768 tons, valued at $249,- 114,846. Tonnage reported before 1908 in long tons; since reported in short tons. RIVER AND HARBOR IMPROVEMENTS. 193 It appears from inquiry that no estimate can be made of the exact effect of the project on freight rates, except as to the local commerce upon which the rates have been reduced by this improvement. References to reports of examinations and surveys are noted in the Annual Reports of the Chief of Engineers for 1904, page 137, for 1906, pages 167 and 168, and for 1907, pages 157 and 158. 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, 1909, balance unexpended----------------------------- $158, 098. 37 Amount appropriated by sundry civil act approved June 25, 1910__ 30, 000.00 Received from sale of maps during the year---------------------- 17. 30 188, 115. 67 June 30, 1910, amount expended during the fiscal year, for works of improvement----------------------------------------------- 65, 621. 86 July 1, 1910, balance unexpended-------------------------------122, 493. 81 July 1, 1910, outstanding liabilities----------------------------- 30, 966. 07 July 1, 1910, balance available --------------------------------- 91, 527. 74 July 1, 1910, amount covered by uncompleted contracts ------------ 26, 374.69 Amount (estimated) required for completion of existing project___ a 61, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_----------------------- (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. (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, connect- ing 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 14 miles in Newark Bay, where there was a shoal with a crooked channel 9 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 a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 196, 56932 0 -ENG 1910--13 194 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. work was carried on under the title of " Improvement of Arthur Kill, 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 improvement up to $286,500. The river and harbor acts of June 3, 1896, and June 13, 1902, ex- tended 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, 1910, on the existing project, with its additions and modifications, was $258,829.84, which was ap- plied 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; $156,635.08 has been expended in carrying out the project and $102,194.76 for maintenance. The work con- templated under this project has been completed. No work was done during the fiscal year. A recent examination made in connection with the Arthur Kill improvement shows that maintenance work is necessary. It is proposed to apply the available balance and the amount recommended to be appropriated to the maintenance of the improve- ment. The maximum draft that could be carried June 30, 1910, through the channel between Staten Island and New Jersey was about 13 feet at mean low water, and in Lemon Creek about 5 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 1902 to 16,266,574 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. Tonnage reported in long tons. No report has been received since 1906. A part of the commerce now passes through the new "Arthur Kill channel," which has been dredged south of the old channel and Corner Stake light. The commerce of Lemon Creek as given by the last report in 1907 has an estimated value of $435,000; number of vessels in use, 50 to 75, draft 32 to 6 feet, with a valuation of $145,000. 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. 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, RIVER AND HARBOR IMPROVEMENTS. 195 Fifty-sixth Congress, first session. Map of Lemon Creek is printed in the Annual Report of the Chief of Engineers for 1905, page 1036. July 1, 1909, balance unexpended __ ----------- $2, 670. 16 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 July 1, 1910, balance unexpended_ -------------------------------- 12, 670. 16 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (c) Channel north of Shooters Island between New York and New Jersey.-This is an extension of an existing project for the improve- ment of Arthur Kill or Staten Island Sound from Kill van Kull to Raritan Bay. There is no channel at present covered by this project, the locality being a part of the flats at the lower end of Newark Bay, except at the western end which is a part of the old channel improved under the head of the channel between Staten Island and New Jersey. The central and eastern part of this proposed new waterway is a part of the flats referred to on which the present depth is from 2 to 5 feet at mean low water. The length of this channel will be about 1 mile. This project also includes the removal of a middle ground in the main channel of Newark Bay, northeast of Shooters Island, between Bergen Point and Shooters Island; the removal of a part of Bergen Point reef and the middle ground at Corner Stake light, at an esti- mated cost of $280,115, with $5,000 annually for maintenance. Pro- vision is made for this project in the river and harbor act approved June 25, 1910, in accordance with plan printed in House Document No. 337, Fifty-ninth Congress, second session. There has been nothing expended on this work as yet and no opera- tions during the year. This work will be conducted as provided for under continuing contract appropriations, the remaining sum to be appropriated being $180,115. The mean range of tides is 5 feet. This will be a connecting chan- nel and the commerce to be benefited will be part of that of the Arthur Kill which, in 1909, amounted to 15,629,768 short tons, with an estimated value of $249,114,846. Reference to examination and surveys was made in the Annual Report of the Chief of Engineers for 1907, page 158. The funds estimated as a profitable expenditure during the fiscal year ending June 30, 1912, will be applied to continuing this improve- ment. Amount appropriated by river and harbor act approved June 25, 1910_------------------------------------------------------ $100, 000.00 July 1, 1910, balance unexpended------------------------------100, 000.00 Amount (estimated) required for completion of existing project__ b 180, 115. 00 SAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__--------------------------- 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. a See consolidated money statement on page 196. b Exclusive of the balance unexpended July 1, 1910. 196 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1909, balance unexpended_____________________________ $160, 768. 53 Amount appropriated by sundry civil act approved June 25, 1910__ 30, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910--- -------------------------------------------- 110, 000. 00 Received from sale of maps during the year _______-__-____ 17. 30 300, 785. 83 June 30, 1910, amount expended during fiscal year, for works of improvement- impoveen------------------------------------------------65 ---- 65, 621. 2.8 86 July 1, 1910, balance unexpended ___________--------------235, 163. 97 July 1, 1910, outstanding liabilities_____________________________ 30, 966. 07 July 1, 1910, balance available_________________---___-------- 204, 197. 90 July 1, 1910, amount covered by uncompleted contracts--------- 26, 374. 69 Amount (estimated) required for completion of existing project___ a 241, 115. 00 Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement_-------------------_ $100, 000. 00 For maintenance of improvement ________ _ 10, 000. 00 a 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 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, 1 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 of 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 increased in 1884 to $29,000. Work on this improvement was car- ried 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 original condition. 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 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 197 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, 1910, was $48,149.83, of which $30,822.70 was used in carrying out the project and $17,327.13 for maintenance. This project was completed in January, 1908, under appropriation of March 2, 1907. A contract for dredging was in course of preparation at the beginning of the year, and under this contract, which was dated July 2, 1909, dredging for maintenance was carried on with funds provided by act of March 3, 1909, between September 11 and October 14, 1909, and 18,620 cubic yards of material were removed, and at the close of work the channel had practically the projected depth and nearly the required width. The maximum draft that could be carried June 30, 1910, over the shoalest part of the channel was 6 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 1905 to 160,194 tons, valued at $1,018,198; in 1907 to 151,671 tons, valued at $1,071,548; in 1908 to 163,120 tons, valued at $791,700; and in 1909 to 116,459 tons, valued at $587,164. Tonnage reported since 1907 in short tons, previous reports in long tons. It appears from inquiry that freight rates have been reduced as a result of this improvement. It is proposed to apply the available balance and the sum to be appropriated to maintenance of the improvement. 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, 1909, balance unexpended ------------------------------- $6, 420. 36 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 9, 420.36 June 30, 1910, amount expended during fiscal year, for maintenance of improvement___----------------------------------------------5, 820. 19 July 1, 1910, balance unexpended----------------------_________ 3, 600. 17 Amount required for expenditure in fiscal year ending June 30, 1912, -a3, . for maintenance of improvement __.__________________ ._ 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 Amboy, and the Arthur Kill, or Staten Island Sound, extends north- ward, connecting it with Newark Bay. a Exclusive of the balance unexpended July 1, 1910. 198 REPORT OF TIHE CHIEF OF ENGINEERS, T. S. ARMY. 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 ex- tended 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 was $507,875, and $20,000 annually for maintenance. 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, 1910, was $566,908.66, of which $297,314.45 was used in carrying out the project and $269,594.21 for maintenance. Of this amount $4.38 was derived from the sale of maps. The existing project has been completed, and the work now contemplated is main- tenance of the improvement. Operations during the fiscal year consisted in dredging under con- tract for maintenance. Work was commenced on May 6, and was in progress at the close of the fiscal year. The amount of material dredged during the year was 78,543 cubic yards, which was removed from the Seguine Point channel. It is proposed to apply the amount recommended as a profitable expenditure to maintenance of improvement. The maximum draft that could be carried June 30, 1910, through the Wards Point, South Amboy and Seguine Point channels was about 20 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; in 1907 to 7,424,414 tons, valued at $139,- 228,344; in 1908 to 8,729,748 tons, valued at $136,550,115; and in 1909 to 8,283,839 tons, valued at $107,829,053. Tonnage before 1908 re- ported in long tons; since reported in short tons. It appears from statements of the shipping interests of the great railroad terminals that the improvements have resulted in a 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. 199 July 1, 1909, balance unexpended------------------------------ $21, 548. 47 Amount appropriated by river and harbor act approved June 25, 1910_-------------------------------------- 20, 000. 00 Received from sale of maps during the year---------------------- 1. 38 41, 549. 85 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 5, 954. 13 July 1, 1910, balance unexpended-------------------------------35, 595. 72 July 1, 1910, outstanding liabilities------------------------------ 8, 273. 17 July 1, 1910, balance available--------------------------------- 27, 322. 55 July 1, 1910, amount covered by uncompleted contracts------------5, 040. 40 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ----------------------- 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 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, 1910, was $73,078.71, of which sum $30,500 was used in carrying out the project and $42,578.71 for maintenance. A channel of the required length and nearly the pro- posed width was completed in 1883-84. Recent appropriations have been insufficient to maintain projected dimensions. The improve- ment may now be considered as about half completed. Under an allotment of $5,000 from the consolidated appropriation, act of March 3, 1909, the work of the fiscal year consisted in dredg- ing for maintenance under contract, in July and August, 1909; 14,388 cubic yards of material were removed and the channel was partially restored between the steamboat dock at Keyport, and the New York and Freehold Railroad dock in the bay, a distance of about 2,000 feet. The remainder of the channel at a depth of about 7 feet at mean low water. The maximum draft that could be carried June 30, 1910, to the Keyport wharves was about 7 feet at mean low water. Mean range of tides, 4.9 feet. a Exclusive of the balance unexpended July 1, 1910. 200 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 62,000 tons in 1903, to 86,821 tons in 1905, valued at $2,202,105; in 1906 to 229,377 tons, valued at $3,074,060, including the commerce of Matawan Creek; in 1907 to 160,925 tons, valued at $3,275,305; in 1908 to 123,724 tons, valued at $3,146,800; and in 1909 to 50,932 tons, valued at $1,345,020. Tonnage reported since 1907 in short tons, previous reports in long tons. 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 to be appropriated to maintenance 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, 1909, balance unexpended-_______ _ ___ $5, 983. 58 Amount allotted from appropriation by river and harbor act approved June 25, 1910 ------- 18, 872. 74 24, 856. 32 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------- -------------------- 4, 881. 32 July 1, 1910, balance unexpended -_-_____________________ 19, 975. 00 Amount (estimated) required for completion of existing project __ a9, 975. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ --------- (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. (b) Matawan Creek.-This creek is a small tidal stream in the eastern part of New Jersey which discharges into Raritan Bay through Keyport Harbor. It is navigable up to the bridge at 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 flat 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, 1910, was $59,804.39, of which $21,000 was used in carrying out the project and $38,804.39 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. a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 208. iIIVER A4D HARBEOf MPROVEMENTS. 201 Under allotment of $3,000 from the consolidated appropriation of March 3, 1909, dredging under contract was in progress in August and September of the fiscal year; 9,297 cubic yards of material were removed in maintenance work in the upper part of the creek. The funds available were insufficient to maintain the partially completed project. The maximum draft at mean low water that could be carried June 30, 1910, was about 3 feet in the upper part and 4 feet in the lower part of the creek. Mean range of tides, 4.9 feet. 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 61,500 tons in 1903; to 58,471 tons in 1905, valued at $203,955; in 1906 to 128,181 tons, valued at $717,505; in 1907 to 40,900 tons, valued at $163,500; in 1908 to 10,167 tons, valued at $38,265; and in 1909 to 16,800 tons, valued at $22,000. Tonnage re- ported since 1907 in short tons, previous reports in long tons. The effect of this improvement has been to greatly reduce rates of freight, especially in the marketing season. Recent appropriations have been insufficient to maintain the channel in the upper part of the creek, where the market boats load. It is proposed to expend the amount to be appropriated for main- tenance 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, 1909, balance unexpended------------------------------- $3, 324.08 Amount allotted from appropriation by river and harbor act ap- proved June 25, 1910 -------------------------- _ 6, 000. 00 9, 324. 08 June 30, 1910, amount expended during fiscal year, for mainte- Dance of improvement___________________________ _ 3, 324.08 July 1, 1910, balance unexpended-- _ - 6, 000. 00 Amount (estimated) required for completion of existing project__ a12, 120. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement______________________ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river pnd 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 many extensive shoals, on which the depth was from 62 to 81 feet at mean low water, the shoals being in the upper 9 miles of the river. The sum of $13,963, appropriated in the years 1836 and 1837, was expended in removing obstructions from the river at New Bruns- wick. a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 208. 202 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project for improvement, adopted June 18, 1878, with subsequent modifications, provides for a channel 200 feet wide and 10 feet deep from the mouth to the Delaware and Raritan Canal ter- minus at New Brunswick, including a south channel between Crab Island and Kearney's dock, with a length of about 2 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 estimates is given in the Annual Report of the Chief of Engineers for 1907, page 166. The amount expended upon the existing project up to the close of the fiscal year ended June 30, 1910, was $740,185.48, of which $659,192.32 was used in carrying on the work and $80,993.16 for maintaining that already done; of 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 follow- ing work has been accomplished under the project: A channel 10 feet deep has been made from the mouth to the Delaware and Rari- tan Canal terminus at New Brunswick, the section through and below the reef at Whitehead's dock, 8 miles from the mouth, 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 maintain the channels. Work done during the fiscal year consisted in dredging for main- tenance by contract, under allotment of $10,000 from the appropria- tion made by the river and harbor act of March 3, 1909. Work was carried on in the months of August, September, and October, 1909, and 26,971 cubic yards of material were removed from several bars in the river. At the close of work of 1909 the river was open to 10-foot naviga- tion at low water. It is proposed to apply the available balance and the amount recommended to be appropriated to maintaining the improvement. On June 30, 1910, the maximum draft that could be carried to the head of navigation was 8 to 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 1903 to 1,020,420 tons; in 1905 to 605,197 tons; in 1906 to 736,666 tons, valued at $17,377,645; in 1907 to 725,690 tons, valued at $32,678,472; in 1908 to 918,302 tons, valued at $26,401,439; and in 1909 to 936,533 tons, valued at $48,504,916. Tonnage reported before 1908 in long tons; since re- ported in short tons. 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 Reports 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. RIVER AND H1ARIBOR 1IPIOVEMENTS. 203 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, 1900, balance unexpended__ __________________________ $9, 919. 63 Amount allotted from appropriation by river and harbor act ap- proved June 25, 191.0----------------------------------------- 21, 994. 39 31, 914.02 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------------9,878.54 July 1, 1910, balance unexpended_ _-___ ______---------- 22, 035. 48 July 1, 1910, outstanding liabilities _ _____ _----------- 7. 54 July 1, 1910, balance available______________________________ 22, 027. 94 Amount (estimated) required for completion of existing project___ a373, 392. 68 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ ....... (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. (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 pri- vate 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 low-water 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 sur- veys 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, 1910, was $120,558.06, of which $89,336 was used in carrying on the work and $31,222.06 for maintenance. Of this amount $1 was derived from sale of blueprint. 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 Washington the proposed channel, 100 feet wide and 6 feet deep, mean low water, has a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 208. 204 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. been completed toward Bissetts 1 miles, and farther extended, with widths of 85 and 50 feet, distances of 640 feet and 1,830 feet, respec- tively, which carried the partially completed channel to a point 340 feet below Bissetts dock. Work during the fiscal year, under allotment of $5,000 from the appropriation made by the river and harbor act of March 3, 1909, consisted in dredging by contract for maintenance. Thirteen thou- sand four hundred and seventy-nine cubic yards of material were removed from the canal and the river below the town of Washington or South River in the months of October and November, 1909. The maximum draft that could be carried to South River or Washington on June 30, 1910, was about 8 feet, thence to within 340 feet of Bissetts, 5 to 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 1902 to 387,246 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; in 1907 to 118,549 tons, valued at $477,530; in 1908 to 99,197 tons, val- ued at $472,013; and in. 1909 to 133,587 tons, valued at $439,914. Tonnage reported since 1907 in short tons, previous reports in long tons. 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. It is proposed to apply the amount to be appropriated and the available balance to maintaining the improvement in accordance with the adopted project. Details as to this improvement may be found in the Annual Report 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 may be found in Annual Report of the Chief of Engineers 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, 1909, balance unexpended_ $5, 515. 79 Amount allotted from appropriation by river and harbor act ap- proved June 25, 1910___________________________________ 19, 380. 63 24, 896. 42 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__________________________________________- 4,894. 22 July 1, 1910, balance unexpended______________________________ 20, 002. 20 July 1, 1910, outstanding liabilities ____________________________ 2. 20 July 1, 1910, balance available--------------_ -20, 000. 00 RIVER AND HARBOR IMPROVEMENTS. 205 Amount (estimated) required for completion of existing project___ a$87, 359.00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_______ (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. (e) Elizabeth River.-This is a small stream in the eastern part of New Jersey which discharges into the Arthur Kill at Elizabethport. Before improvement by the United States its width varied from 50 to 90 feet, and it had a high-water depth decreasing to 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, consists in dredging a channel 60 feet wide and 7 feet deep at mean high water, to Broad street, Elizabeth, at an estimated cost, revised in 1881, of $43,160. The amount expended on this work to June 30, 1910, was $59,648.87, of which $27,000 was used for carrying out the project and $32,648.87 for maintenance. About three-quarters 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, a distance of about 2 miles. Nothing in furtherance of this improvement was done during the fiscal year. The maximum draft that could be carried to Bridge street, Elizabeth, about one-fourth mile below the head of navigation at Broad street, on June 30, 1910, was about 5 feet at mean high water. A depth of 7 feet could be carried through the lower part of the river to Summer street. Mean range of tides: At mouth, 4.7 feet; at Bridge street, Elizabeth, 3.4 feet. Under existing conditions as stated in the district officer's report, no further appropriation is recommended for present project of improvement. The commerce of the river is in coal, building materials, and miscellaneous 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 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; in 1907 to 20,053 tons, valued at $87,322; in 1908 to 31,825 tons, valued at $190,298; and in 1909 to 30,242 tons, valued at $217,877. Tonnage reported since 1907 in short tons, previous reports in long tons. 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. In the opinion of the district officer the upper part of this river is not worthy of further improvement by the General Government. a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 208. 206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended_____________________________ $295. 58 July 1, 1910, balance unexpended _______________________________ 295. 58 Amount (estimated) required for completion of existing project __. a 16, 160. 00 (f) Shoal Harbor and Compton Creek.-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, 1910, was $45,502.81, of which sum $17,000 was applied to carrying out the project and $28,502.81 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 and Compton Creek, about two-thirds of a mile in length, connecting Raritan Bay with Comp- ton Creek. Nothing in furtherance of the improvement was done during the past fiscal year. The expenditure was for traveling expenses. The maximum draft that could be carried June 30, 1908, in the improved channel through Shoal Harbor and Compton Creek to the drawbridge was about 4 feet at mean low water. No soundings have been made this season. 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 tone in 1903; to 34,340 tons in 1905, valued at $1,198,200; in 1906 to 34,538 tons, valued at $1,167,920; in 1907 to 62,895 tons, valued at $1,809,380; in 1908 to 82,262 tons, valued at $1,510,210; and in 1909 to 37,761 tons, valued at $490,975. Tonnage reported since 1907 in short tons, previous reports in long tons. 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. It is proposed to apply the available balance and the amount recommended to be appropriated to maintenance of the project. 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 a Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 207 printed in the Annual Report of the Chief Engineers for 1905, page 1050. July 1, 1909, balance unexpended-__------------------------ $1, 247. 76 Amount allotted from appropriation by river and harbor act ap- proved June 25, 1910-____-------- ----------- _- -_-_ 8, 752. 24 July 1, 1910, balance unexpended _--------------.... _-_ --- 10, 000. 00 Amount (estimated) required for completion of existing project___ a47, 130. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_________________________ (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. (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 32 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 at mean low water and from 50 to 100 feet wide, was to be dredged from the mouth to the head of navigation, 3z 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 empty- ing 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, 1910, 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 construc- tion of the two parallel stone jetties at the mouth, the dredging of a 5-foot channel between them about one-third mile in length connect- ing the creek with the 5-foot curve in Raritan Bay, and the construc- tion of the pile dike closing the old outlet. During the fiscal year nothing in furtherance of the improvement was done; no funds were available for continuance of improvement. The entrance channel has deteriorated but little since the last work in 1907. The improvement has not advanced sufficiently to affect freight rates. It is proposed to expend the amount to be appropriated in continuing the work of maintenance. a Exclusive of the balance unexpended July 1, 1910. bSee consolidated money statement on page 208. 208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft at mean low water that could be carried through the mouth of the creek on June 30, 1910, was about 5 feet; mean range of tides, 5 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; in 1907, to 89,500 tons valued at $263,100; in 1908, to 79,520 tons, valued at $209,550; and in 1909, to 61,880 tons, valued at $178,900. Tonnage reported since 1907 in short tons; pre- vious reports in long tons. 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 for 1905, page 1051. Amount allotted from appropriation by river and harbor act ap- proved June 25, 1910_--------_ _- $5, 000. 00 July 1, 1910, balance unexpended .....- __- ------- ___ ---_ 5, 000.00 Amount (estimated) required for completion of existing project__ a 50, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_-------------------- (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. CONSOLIDATED. July 1, 1909, balance unexpended--------------------------- $26, 286. 42 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 80, 000. 00 106, 286. 42 June 30, 1910, amount expended during fiscal year for maintenance of improvement---------------------------- ----------- 22, 978. 16 July 1, 1910, balance unexpended------------------------ 83, 308. 26 July 1, 1910, outstanding liabilities ---------------------------- 9. 74 July 1, 1910, balance available----------------------------- 83, 298. 52 Amount (estimated) required for completion of existing projects_- a 579, 976. 68 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement -------------------- _ _ a 30, 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 5.) 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 a Exclusive of the balance unexpended July 1, 1910. b See consoldiated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 209 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 53 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 2 feet; the depth in the main stem was 4 feet. For details see Annual Report of the Chief of Engineers 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. No essential modification of this project has since been made. Nine dikes have been built and the shoals have been dredged and redredged frequently 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 a width of 56932 0 -ENG 1910--14 210 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, was $376,259.21, of which $195,393.95 was for carrying out the project, $175,865.26 for maintenance, and $5,000 for the survey made in 1903. Of the total amount expended, $17 was derived from sale of maps. The project is completed, dredg- ing and dike repairs being required for maintenance of channels. Operations during the fiscal year consisted in dredging by contracts, for maintenance under appropriation of $20,000, act of March 3, 1909. The amount of material removed during the year was 71,222 cubic yards; of this amount 55,997 yards were dredged in August to November, 1909, and the remainder, 15,225 yards, were dredged in May and June, 1910. At the close of work, June 15, 1910, the channels had been practically restored to projected dimensions. The maximum draft that could be carried June 30, 1910, through- out the limits of the improvement was 6 feet at mean low water. Mean range of tides: Outer bar, 5 feet; Highlands Bridge, 3 feet; Seabright Bridge, 1.3 feet. The commerce of the river, mainly in coal, farm products, fer- tilizer, and general merchandise, amounted in 1889 to 906,000 tons; in 1902 to 657,000 tons; in 1904 to 780,290 tons; in 1905 to 1,768,500 t6ns, valued at $8,215,000; in 1906 to 1,668,500 tons, valued at $7,235,000; in 1907 to 1,718,125 tons, valued at $6,629,750; in 1908 to 1,854,160 tons, valued at $6,270,000; and in 1909 to 1,959,920 tons, valued at $7,320,000. Tonnage reported before 1908 in long tons; since reported in short tons. 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; in 1905, 310,367; and in 1909, 331,641; in addition to this, 106,837 passengers were carried by the Merchants Line in 1909, making a total in 1909 of 438,478. It is proposed to apply the amount recommended to be appro- priated 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 (Patten Line) 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, 1893, and 1905, page 1054, and maps of the whole river are printed in House Document No, 123, Fifty-eighth Congress, second session, RIVER AND HARBOR IMPROVEMENTS. 211 ---------------------------- July 1, 1909, balance unexpended___ $20, 841.17 Amount appropriated by river and harbor act approved June 25, 1910 ------------------ ---------------------------- 10, 000. 00 Received from sale of maps during the year----------------------- 11. 00 30, 852. 17 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------------------------------------- 18, 093. 13 July 1, 1910, balance unexpended- 759. 04 1---------------------------2 July 1, 1910, outstanding liabilities----------------------------2, 712. 83 July 1, 1910, balance available ------------------------------ 10, 046. 21 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __.......10........... . a10, 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 Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of a part of a vessel or scow (name un.- known).-This wreck was sunk in Raritan or Sandy Hook Bay, about one-half mile off the New Jersey shore, between Conover Beacon and Atlantic Highlands. Reported to the department on August 6, 1909, and an allotment of $300 for its removal was made on August 31, 1909. Removal was completed on August 27, 1909, by the wrecking plant of the Merritt & Chapman Derrick and Wrecking Company, under proposal received after five days' public notice. The total cost of removal was $300. (b) Wreck of a canal boat (name unknown).-This wreck was sunk in Newark Bay in the vicinity of Singers bar, off Corner Stake light. Reported to the department on August 24, 1909, and an allot- ment of $120 for its removal was made on September 16, 1909. Re- moval was completed on September 14, 1909, by the wrecking plant of the Merritt & Chapman Derrick and Wrecking Company, under proposal received after three days' public notice. The total cost of removal was $120. (c) Wreck of the scow Osceola.-This wreck was partly submerged and floating in Newark Bay. Reported to the department on Septem- ber 17, 1909, and an allotment of $16 for expenses in connection with the wreck was made on September 21, 1909. Removal was reported completed on September 29, 1909, by Mr. Fred Wheeler, of South Amboy, under written proposal and written acceptance, without cost to the United States, the wreck being taken as full compensation for the work. The total cost of removal was $16 for hire of tugboat and inspection of work. (d) Wreck of a canal boat (name unknown).-This wreck, consist- ing of two parts, was sunk in Newark Bay, south of the Central Rail- road bridge, near the Elizabethport, N. J., shore. Reported to the department on May 25, 1910, and an allotment of $200 for its removal was made on June 11, 1910. Removal was completed on June 18, 1910, by the wrecking plant of Mr. John F. Baxter, under proposal received after three days' public notice. The total cost of removal was $200. The total amount expended during the fiscal year for the removal of wrecks was $626. (See Appendix G 7.) 9 Exclusive of the balance unexpended July 1, 1910, 212 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATION AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examination and survey required by the river and harbor act of March 3, 1909, of the following locality within this district was duly submitted by the district officer. It was reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and transmitted to Congress and printed in docu- ment as indicated. 1. Preliminaryexamination and survey of Hackensack River, New Jersey, with a view to providing a channel 16 feet deep from Newark Bay to Little Ferry, and 12 feet deep from Little Ferry to Anderson Street Bridge in the town of Hackcensack.-Reports dated April 30, 1909, and January 5, 1910, respectively, are printed in House Docu- ment No. 643, Sixty-first Congress, second session. A plan for im- provement at an estimated cost of $171,018.10 is presented. The local officer was also charged with the duty' of making a pre- liminary examination and survey of PassaicRiver, New Jersey, with a view to extending continuous navigation from the Montclair and Greenwood Lake Railroad bridge to the city of Paterson, provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE PHILADELPHIA, PENNSYLVANIA, DISTRICT. This district was in the charge of Maj. Herbert Deakyne, Corps of Engineers. Division engineer, Col. D. W. Lockwood, Corps of Engineers, to September 21, 1909, and Col. Wm. T. Rossell, Corps of Engineers, since that date. 1. Delaware River, New York, New Jersey, and Pennsylvania.- The channel of the Delaware River, at its junction with the Neversink River at Port Jervis, N. Y., has an average depth of 5 to 6 feet. Between this point and Trenton, N. J., the natural and actual head of navigation, the channel is narrow and winding, with a minimum depth of from 2 to 3 feet, and, except for rafting and logging, is not navigable for commercial purposes. Previous to the adoption of the existing project, no work has been undertaken by the United States at this locality. The existing project was adopted by the river and harbor act of June 25, 1910, and provides for the improvement of the Delaware River at or near the mouth of Neversink River by the removal of a ledge known as Sims Clip to a depth of 3 feet below " mean summer stage," the removal of a portion of Storms Island to "mean summer stage," the construction of a dike across the head of the Bendkill behind Storms Island, and another dike across the subsidiary channel which separates the two parts of Storms Island, all in accordance with the report and recommendations submitted in House Document No. 1164, Sixtieth Congress, second session. The cost of the work is estimated at $61,392.50, which is to be borne partly by the United States and partly by the States of New York, New Jersey, and Pennsylvania, or other local interests. The river and harbor act of June 25, 1910, appropriated $6,612.50 for this improvement, with the proviso that no part thereof is to be expended RIIVER AND HARBOR IMPROVEMIENTS. 213 until the States named, or other local interests, shall have deposited in the Treasury of the United States to the credit of the Secretary of War the sum of $54,780 to be applied to the improvement. At present the commerce on this section of the river is confined practically to the rafting of lumber, railroad ties, and building stone. A committee of citizens of Port Jervis, N. Y., under date of April 11, 1907, reported that the rafting commerce passing that point consisted of about 6,000,000 feet of lumber annually, and in addition consider- able building stone and thousands of railroad ties, the approximate value of which is $100,000. Practically no change in the nature of the commerce carried on the river at this point will result from the contemplated improvement, the main object of which is to furnish relief from the effects of floods due to ice gorges. The project will probably have no effect on freight rates. It is not proposed to commence work on the existing project until such time as the States named, or other local interests, supply their share of the necessary funds; Amount appropriated by river and harbor act approved June 25, 1910_ $6, 612. 50 July 1, 1910, balance unexpended _-.--------------- 6, 612. 50 2.(See Appendix H 1.) Delaware River, New Jersey and Pennsylvania.-Trenton, the head of natural and actual navigation of the Delaware River, is about 30 miles above 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 214 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Gas Trust wharf to deep water in Delaware Bay, having a least width of 600 feet and a depth of 26 feet at mean low water. The formation- of such a channel was to be secured, 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 Marcus Hook 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 Marcus Hook, 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 81 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 expendi- ture the following sums were expended since the adoption of the 26-foot channel, in 1885, and previous to adoption of the existing RIVER AND HARBOR IMPROVEMENTS. 215 project, on special localities on the river under appropriations made for the purpose: Channel across Smiths Island bar, between Philadelphia, Pa., and Camden, N. J ------------------------------------------- $30, 000 Between the upper part of Philadelphia, Pa., and Trenton, N. J------- 37, 500 Rebuilding and enlarging dike at junction of Schuylkill and Delaware rivers _------------------------------------------- 3,000 Total_ ----------------------------------------------- 70, 500 The entire amount expended on the improvement of Delaware River from 1836 to June 30, 1910, under appropriations for general river improvement, special localities, Philadelphia Harbor, and allot- ments from appropriations for emergencies in river and harbor works, was $13,907,365.69, of which $197,423.48 was expended on the part of the river between Trenton and Philadelphia, and $555,175.89 for maintenance under the existing project. 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 removal of rock ledge opposite Petty Island, $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, how- ever, for use in completion of the project. Of this appropriation, the sum of $40,000 was to be applied to maintenance of the dredged waterway in Philadelphia Harbor above Christian street, Philadel- phia. 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, and the balance, $125,000, was appropri ated in the sundry civil act approved March 4, 1909. The river and harbor act approved March 3, 1909, appropriated $390,000 for maintenance of the dredged channel from Philadelphia to Delaware Bay, including Philadelphia Harbor. The river and harbor act approved March 3, 1909, provided for preliminary examinations and surveys in three localities, as follows: (1) Delaware River, from Allegheny avenue, Philadelphia, to the sea, with a view to obtaining a channel 35 feet in depth and of suit- able width. (2) Delaware River, from Allegheny avenue, Philadelphia, to Trenton. (3) Delaware River, from Lalor street, Trenton, to upper railroad bridge, with a view to obtaining greater depth. The river and habor act approved June 25, 1910, appropriated $800,000 for maintenance of the improved channel, for widening the channel at the bends below Philadelphia, and with a further view of securing an ultimate depth of 35 feet, at an estimated cost of $10,920,000, in accordance with the project submitted in House Document No. 733, Sixty-first Congress, second session. Up to the close of the fiscal year ending June 30, 1910, the sum of $6,490,299.01 was expended on the work of the existing project in surveys, in dredging at Duck Creek flats, Baker shoal, Salem Cove 216 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 has resulted in the formation of a channel 30 feet deep at mean low water and 600 feet wide, having the following approximate lengths through the various shoals: Feet. Duck Creek flats ------------------------------------------- 43, 000 Baker shoal ----------------------------------------------- 20, 500 Salem Cove flats ------------------------------------------- 12, 500 New Castle flats ------------------------------------------- 28, 000 Cherry Island flats -------------------------------------- _ 25, 500 Edgemoor, Del., to the south line of Pennsylvania, including Marcushook bar --------------------------------------------------- 30, 000 The greatest draft of water that could be carried at mean low water on June 30, 1910, over the shoalest part of the river below Philadelphia was about 26 feet on center line of channel on Reedy Island light-house range, below Reedy Island. The material in the channel at this locality is very soft mud. It is proposed to apply the available funds to completion of the 30-foot project, maintenance of the dredged channel, and widening of the worst bends below Philadelphia to 800 and 1,000 feet with a depth of 35 feet as contemplated in the new project. The work will in- clude 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. In 1905 the State of Pennsylvania and the city of Philadelphia appropriated sums aggregating $750,000, to be expended in accord- ance with the general project on that part of the river between the south line of Pennsylvania and the city of Philadelphia. This money was to be expended by the city of Philadelphia, and the work to be done was 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 costs of the work to be paid by the city of Philadelphia. The city also 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 sections 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 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, on Schooner ledge range, and through section 9, to Christian street, Philadelphia. The original work on the channel 30 feet deep and 600 feet wide is now completed from Christian street, Philadelphia, to deep water RIVER AND .HARBOR IMPROVEMENTS. 217 in Delaware Bay, except on Schooner ledge rock area, where the channel is completed for a width of 450 xeet, and about 50 isolated points of rock of limited area in the western 150 feet of the channel remain to be blasted off and picked up. This work is being pushed as rapidly as is practicable, but from its nature is necessarily tedious. For 1890 the total foreign freight movement of the Delaware River was estimated at 2,923,994 short tons and the total domestic freight movement at 8,433,276 short tons; total, 11,356,270 short tons. For 1909 the total foreign freight movement was estimated at 5,275,472 short tons and the total domestic freight movement at 19,402,199 short tons; total, 24,677,671 short 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 rates. The maintenance of a deep channel from Philadelphia to the sea also 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 improvement. It is proposed to apply the amount estimated for expenditure during the fiscal year 1912 to maintenance of improvement by dredg- ing and repair of regulating works, and for work on the new project for a channel 35 feet deep and 800 feet wide. In recommending the adoption of the 35-foot project the Chief of Engineers pointed out the necessity for large appropriations to per- mit of a rapid prosecution of the work which, in view of the large cost of maintenance, is essential to secure the increased depth desired. The rock work should be placed under contract for completion, although the work can not all be done during a single year. In view of these conditions and the importance of the work liberal provision should be made, and for the year 1912 this should be not less than $2,500,000, of which approximately one-half should be in cash; but unless a continuing-contract authorization be made the appropriation for this year should be $2,500,000 in cash. COMMERCIAL STATISTICS. The following statement concerning the foreign commerce of the Delaware River for the years ending December 31, 1908 and 1909, is compiled from the reports of the Board of Trade of the city of Philadelphia: Articles. 1908. 1909. IMPORTS. Short tons. Short tons. Drugs and chemicals........ .................. .......................... 132, 723 145,055 Hemp, jute, flax, and their fabrics ..... ........................... 26, 095 33, 531 Iron, manufactured ........ .. .......................................... 13, 545 29, 058 Iron ore.......................................................... 585,126 992,036 Sugar........................ . .......................................... 199,978 159,820 Miscellaneous ................................................. ........ 593,548 874,539 Total................................................................. ..... 1,551,015 2,234,039 EXPORTS. Coal ......... . ........ . .......... ......... .............. 799,862 831,733 Grain and flour . ............. .. .................................. 683,716 466,769 Petroleum and products .......................... ..................... 1,188, 277 984, 086 Miscellaneous .................... ....... .................. ............. 860,617 758,845 Total ............................................................................... 3,532,472 3,041, 433 218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The following statement concerning the domestic and coastwise commerce of the Delaware River for the years ending December 31, 1908 and 1909, has been compiled from returns made by shippers, consignees, ind carriers: Chemicals ......................................... 221,795 $3,938,315 210, 245 $5,631,762 Coal.......................... ........... 684,684 2,593, 165 1,167,008 3,999,725 Lumber.......... ... ....... ...... 729,562 7,844,366 667,500 5,673, 750 Sand................. ........................... 1,910,510 1,045,988 2, 104, 280 920,060 Miscellaneous .......... .................... 4,496, 646 577,842,375 4, 806, 416 610,374,324 Total....................................... 8, 043,197 593,264, 209 8,955,449 626, 599,621 DEPARTURES. Chemicals....................................... 95,508 2,175, 450 79, 344 2,275,542 Coal..................................... ..... 7,150, 315 27,854,154 6, 667,142 26,061,176 Fertilizers.............. ........................ 129,013 2,818,753 137,965 2, 337,419 Iron, manufactured............................... 13,320 400, 000 74,635 2,116, 643 Miscellaneous.................................... 3,509,055 469, 721,940 3,487,664 509,974,366 Total........................................ 10, 897, 211 502,970, 297 10, 446,750 542,765,146 July 1, 1909, balance unexpended .________- -________----- a $499, 101. 47 June 30, 1910, credited to appropriation during fiscal year : Sales of blueprints______________________________ $35. 36 Account proceeds of sales of condemned property_.._ 464. 07 499. 43 Amount appropriated by river and harbor act approved June 25, 1910----------------------------------------------------- 800, 000. 00 a 1, 299, 600. 90 June 30, 1910, amount expended during fiscal year: For works of improvement ... _____- __---__ $106, 627. 40 For maintenance of improvement- __--------. 367, 066. 38 b 473, 693. 78 July 1, 1910, balance unexpended ______ - - __-__-__-__-- - - -a 825, 907. 12 July 1, 1910, outstanding liabilities____________________---- --- a 21, 886. 22 July 1, 1910, balance available --------------------------------- 804, 020. 90 Amount (estimated) required for completion of existing project- C10, 440, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-------- c 1, 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 H 2.) 3. Delaware River, from Allegheny avenue, Philadelphia,Pa., to Trenton, N. J.-The length of this portion of the river is about 30 miles. Work has heretofore been prosecuted on this portion of the 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 This amount has been reduced by $111.93, which later will be restored to the appropriation on account of payments made for the Isthmian Canal Com- mission. CExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. .219 river in removing shoals with a view to obtaining a depth of 7 feet and a width of 200 feet, or as nearly that width as available funds would allow. The river and harbor act of June 25, 1910, adopted a project for improvement in accordance with plan printed in House Document No. 702, Sixty-first Congress, second session, which contemplates obtaining a channel 200 feet wide and 12 feet deep at mean low water, at an estimated cost of $360,000, with $20,000 annually for mainte- nance. The said act made an appropriation of $100,000 for prose- cuting the wvork, and authorized continuing contracts in the sum of $260,000 additional for completing the project. Amount appropriated by river and harbor act approved June 25, 1910_----------------------------------------------------- $100, 000.00 July 1, 1910, balance unexpended------------------------------100, 000. 00 Amount (estimated). required for completion of existing project___ a 260, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of.improvement_ ____-________________ a 160, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix H 3.) 4. 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. This work was completed during the fiscal year ending June 30, 1908, at a cost of $49,527.99, and has resulted in the formation of a channel through the bar 7 feet deep at mean low water and about 6,000 feet long, with a bottom width of 200 feet. The total expendi- tures to June 30, 1909, amounted to $50,000. 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- tion between the two cities would have been by railroad, on which the freight rates are much higher than by water. An allotment of $1,500 was made on March 17, 1909, from the emergency appropriation carried in the river and harbor act ap- . proved March 3, 1909, for examinations and maintenance of the Jdredged channel. The total expenditures from this sum to June 30, 1910, amounted to $386.17. Work under this improvement will be merged hereafter into that of the general improvement of the Delaware River from Allegheny avenue, Philadelphia, Pa., to Trenton, N. J., as provided for by the river and harbor act approved June 25, 1910. a Exclusive of the balance unexpended July 1, 1910. 220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended ....---------------------------- $1, 500. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement.....------------------------------------------ a386 17 July 1, 1910, balance unexpended ....----------------------------- 1, 113. 83 (See Appendix H 4.) 5. 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 appropriation 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. The work was completed during the fiscal year ended June 30, 1909, and has resulted in a channel 7 feet deep, with a bottom width of 160 feet, and a length of 3,600 feet. The total cost of this work, including the sum of $270.67 expended on the survey, was $10,000. This improvement has given relief to steamers running between Philadelphia and Trenton, and has enabled them to pass over the bar at all stages of the tide. Work under this improvement will hereafter be merged into that of the general improvement of the Delaware River from Allegheny avenue, Philadelphia, Pa., to Trenton, N. J., as provided for by the river and harbor act approved June 25, 1910. (See Appendix H 5.) 6. Sewer shoal, near Trenton, N. J.-Under date of May 12, 1909, an allotment of $15,000 was made by the Acting Secretary of War from the emergency appropriation of $500,000 provided by section 2 of the river and harbor act approved March 3, 1909, to be applied to dredging a channel through the shoal known as " Sewer shoal," near Trenton, N. J., 7 feet deep at mean low water, with a bottom width of 200 feet, or as near that width as the funds will permit. This work was completed during the past fiscal year and has resulted in a channel 7 feet deep, with a bottom width of 200 feet and a length of 1,800 feet. The total cost of the work, including surveys and superintendence, amounted to $12,537.31. The unexpended balance of this allotment $2,462.69, was deposited to the credit of the appropriation on October 27, 1909. Work under this improvement will hereafter be merged into that of the general improvement of the Delaware River from Allegheny avenue, Philadelphia, Pa., to Trenton, N. J., as provided for by act of Congress approved June 25, 1910. July 1, 1909, balance unexpended $14, 994. 20 .--------------------------- June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------ 12, 531. 51 July 1, 1910, balance unexpended ----------------------------b2, 462.69 (See Appendix H 6.) a This amount has been reduced by $199.77, which later will be restored to the appropriation on account of work done for the Quartermaster's Department, U. S. Army. bDeposited to credit of appropriation. RIVER AND HARBOR IMPROVEMENTS. 221 7. Ice harborat Marcus Hook, Pa.-In 1785 the Commonwealth of Pennsylvania built two wharves upon crib.piers at Marcus Hook 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 Marcus Hook was utilized as far as possible. The amount expended from 1866 to June 30, 1910, was $219,000. 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 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. No work was done during the past fiscal year. The river and harbor act approved June 25, 1910, appropriated $600 for repairs to the existing piers. Rules for the use of the landing piers were approved by the Acting Secretary of War under date of April 29, 1904. Amount appropriated by river and harbor act approved June 25, 1910___ $600. 00 July 1, 1910, balance unexpended----------------------------- 600. 00 (See Appendix H 7.) 8. Iron pier in Delaware Bay, near Lewes, Del.-The original project for this work proposed the construction of a landing pier about 1,700 feet in length, extending from the shore south of the breakwater into Delaware Bay, to a depth of 22 feet at mean low water, the pier to consist of a substructure of wrought-iron screw piles, surmounted by a timber superstructure. The work was com- menced 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 its construction the pier has been repaired and cared for by the United States. The total expenditures to June 30, 1910, were $385,339.40. Of this amount $27,000 was applied to the maintenance of the improve- ment. The right to use the pier for railway purposes, granted in the act of July 15, 1870, has never been and doubtless never will be exer- cised, 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 beakwater 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. The mean range of tide at the pier is 4,5 feet. 222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act approved June 25, 1910, appropriated $1,500 for maintenance and repairs of the pier. It is proposed to apply the amount estimated for expenditure dur- ing the fiscal year 1912 to maintenance of the improvement by re- pairing broken and deteriorated parts of the pier. Amount appropriated by river and harbor act approved June 25, 1910 - ------------------------------------------------- $1, 500. 00 July 1, 1910, balance unexpended.----- ----------------- ------- 1, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ------------------ __ a 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 H 8.) 9. 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 area vary from 11z to 18 feet at mean low water, and the harbor is available for vessels draw- ing up to about 16 feet. The amount expended on this work to June 30, 1910, was $2,806,479.06, no part of which amount was applied to maintenance. During the fiscal year ended 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 the tide at this point is 4.5 feet. (See Appendix H 9.) 10. 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. Up to the close of the fiscal year ending June 30, 1910, $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. 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 sub- mitted under date of June 7 and approved June 30, 1902. Work under this project was begun August 4, 1902, and completed June a Txclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 223 19, 1903. Thirty-seven thousand six hundred and seventy-three tons of stone was deposited, completing five ice piers. During the fiscal year ending June 30, 1904, the sum of $338.43 was expended on a survey of the harbor. 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 har- bor 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. 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, Norfolk, and Newport News), and is therefore an especially conven- ient port of call for the entire commerce of the North Atlantic coast. It is now largely used by vessels awaiting orders to ports for discharge or loading. During the year ending December 31, 1909, 1,117 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 Dela- ware 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. The river and harbor act approved June 25, 1910, appropriated $8,000 for maintenance of the improvement by repairs to the detached piers. It is proposed to apply the amount estimated for expenditure dur- ing the fiscal year 1912 to maintenance of the improvement by repair- ing ice piers where damaged by settlement. Amount appropriated by river and harbor act approved June 25, 1910_ $8, 000. 00 July 1, 1910, balance unexpended_---------------------------- - 8, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_________________----------------___ a8, 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 H 10.) 11. Removing sunken vessels or craft obstructing or endangering navigation--Wreck of steamer Shearwater in Philadelphia Har- bor.-This wreck being considered a dangerous obstruction to navi- gation, its removal was authorized on June 21, 1909. The work of removal by contract was completed on August 22, 1909, at a cost of $1,119.20, the ownership of the vessel passing to the contractor. (See Appendix H 11.) a Exclusive of the balance unexpended July 1, 1910, 224 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 and survey of Delaware River, from Allegheny avenue, Philadelphia, Pa., to Trenton, N. J.-Reports dated April 19, 1909, and February 3, 1910, respectively, are printed in House Document No. 702, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $360,000 is presented. 2. Preliminary examination and survey of Delaware River, from Allegheny avenue, Philadelphia, Pa., to the sea, with a view to ob- taining a channel 35 feet in depth and of suitable width.-Reports dated April 14, 1909, and January 22, 1910, respectively, are printed in House Document No. 733, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $10,920,000, with $300,000 annually for maintenance, is presented. 3. Preliminary examination and survey of Delaware River, from Lalor street, Trenton, N. J., to upper railroad bridge, with a view to obtaining a greater depth.--Reports dated April 20, 1909, and March 3, 1910, respectively, are printed in House Document No. 839, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $164,000 is presented, provided that substantial ter- minal facilities commensurate with the probable needs of present and prospective commerce are provided by the city of Trenton. IMPROVEMENT OF RIVERS AND HARBORS IN THE WILMINGTON, DELAWARE, DISTRICT. This district was in the charge of Capt. L. H. Rand, Corps of Engineers, to February 10, 1910, and in the charge of Maj. R. R. Raymond, Corps of Engineers, since that date. Division engineer, Col. 1). W. Lockwood, Corps of Engineers, to September 21, 1909, and Col. William T. Rossell, Corps of Engineers, since that date. 1. Cooper Creek, Nero 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 vessels drawing 5 feet, and for the first 5 miles for vessels of 11 feet draft. For a distance of 11 miles from the mouth the width of the stream averaged about 80 feet at low water and about 120 feet be- tween 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. BIVEB AND HARBOR IMPROVEMENTS. 225 The river and harbor act of June 8, 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. In 1906, to meet the wants of the traffic in the creek, the channel was dredged between the State Street Bridge and the 12-foot contour in the Delaware River to a depth of 12 feet at mean low water and a width of 70 feet. The lowering of the pipe at State street was com- pleted in September, 1907. The amount expended on this improvement to June 30, 1910, is $39,082.19, exclusive of the $2,500 expended in rebuilding dike at Woodbury Creek. Of this amount $12,406.09 was for maintenance. With an allotment of $5,000 from appropriation of March 3, 1909, and the available balance of funds, the channel was dredged between December, 1909, and March, 1910, resulting in a continuous channel not less than 12 feet deep at mean low water from the 12-foot curve in the Delaware River upstream to within 160 feet of the upper boundary line of the Camden Iron Works, a distance of 8,635 feet, the width made being not less than 70 feet, except on a stretch of 600 feet from a point 400 feet below the State Street Bridge to 200 feet above that bridge, and a stretch of about 1,600 feet from a point just above the Federal Street Bridge, downstream, where a channel 12 feet deep and from 20 to 60 feet wide was found. On the stretch at the State Street Bridge, the full width of the draw, 49.5 feet, was found through the draw opening and its approaches. About 68 per cent of the project work has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part of the locality under improve- ment, was 12 feet from the Delaware River to the Camden Iron Works and 61 feet thence to Browning's Chemical Works. The stream is navigable nearly to the Medford Branch of the Pennsyl- vania Railroad, a distance of 9 miles, for boats drawing from 2 to 3 feet of water. The mean range of tide at the mouth is about 6 feet. It has been impracticable to obtain complete commercial statistics, but the commerce for the calendar year 1909, reported by the Camden Board of Trade, which is stated to be incomplete, was 244,222 short tons, valued at $2,073,188.65. The effect of the improvement made in this stream on freight rates has been to reduce them by permitting larger vessels to be secured for long voyages than was possible formerly. The railroad rates to points in the United States east of Cape Cod are 25 per cent higher than by water. 0 56932 -EN G 1910------15 226 REPORT OF THE CHIEF OF ENGINEEBS, U. S. ARMY. The river and harbor act of June 25, 1910, provides for an examina- tion of Cooper Creek with a view to an increased depth and an exten- sion of the project. The examination has not yet been made. It is proposed to expend the amount asked for below in dredging for the maintenance of the channel to keep it available for navigation. July 1, 1909, balance unexpended----------------------------_ a$8;441. 10 Amount appropriated by river and harbor act approved June 25, 1910 -------- -------------------------------------- 8, 000.00 16, 441. 10 June 80, 1910, amount expended during fiscal year: For works of improvement --------------------- $1, 000. 00 For maintenance of improvement _------ ------ 7, 023. 29 8, 023. 29 July 1, 1910, balance unexpended -------.---------------- ___ 8, 417. 81 Amount (estimated) required for completion of existing project.... b3, 000. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-__---------_____----- b 5,000. 00 Submitted in compliance with requirements of sundry civil act of June4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix I 1.) 2. 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 3 miles farther, to Paulsboro, for vessels drawing 9 feet; thence 34 miles to Parkers Landing, for tugs and barges drawing 6 feet, this being the head of steam navigation; thence 4.1 miles to Mantua, 114 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 moderate freshets, which seldom exceed 2 to 3 feet above tide water. 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. In 1889 a channel 8 feet deep at mean low water and from 60 to 70 feet wide was dredged, extending from deep water in the Delaware River to the phosphate works. 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 aThis balance should have been $8,441.10 instead of $8,541. 10, as it is found that the taking up of $100 "received from sales" was an error. No money was received from sales pertaining to Cooper Creek in the fiscal year ending June 30, 1909. b Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IPOVEENTS. 227 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. Between 1901 and 1905 the channel between the phosphate works and Paulsboro was 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, cutting off the old mouth, the width made being 110 feet across the flats and 100 feet at the upper and lower ends of the dredging. For the protection of the channel at the mouth a jetty 754 feet in length was constructed in 1907, on the east side of the channel, and a jetty 579.5 feet on the west side, and a dike, 524 feet long, to close the old mouth of the river. During the fiscal year 1909 the channel was dredged to a depth of 13 feet at mean low water and a width of 100 feet from the 12-foot curve in the Delaware River to the upper end of the I. P. Thomas & Sons' fertilizer works, thence 9 feet deep and 80 feet wide to the highway bridge at Paulsboro, and thence a distance of 12,000 feet 8 feet deep and 60 feet wide, these depths including 1 foot for over- depth allowed under the contract. The portion of this work below the Paulsboro highway bridge was maintenance work. About 55 per cent of the project work has been done. The amount expended on this improvement to June 30, 1910, is $96,737.72, of which $93,737.72 is on the present project. Of the latter amount $7,203.18 was for maintenance. No work was done during the past fiscal year. The expenditure was for an examination. The maximum draft that could be carried on June 30, 1910, at mean low water over the shoalest part of the locality under improve- ment was 12 feet from the Delaware River to the phosphate works, 8 feet thence to Paulsboro, 7 feet thence for a distance of 12,000 feet, and thence 2 feet to Mantua. 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. Under date of January 28, 1910, the Chief of Engineers allotted the sum of $7,000 from the appropriation of $8,185,750, provided by the river and harbor act of March 3, 1909, for preservation and maintenance of river and harbor works, to be applied to maintenance of improvement of Mantua Creek, New Jersey, and the river and harbor act of June 25, 1910, appropriated $28,000 for continuing the improvement and for maintenance. It is probable that work will be commenced shortly with the available funds. It has been impracticable to obtain complete commercial statistics. The receipts and shipments by water at the town of Paulsboro during the calendar year 1909 are reported to have been 125,605 short tons, valued at $1,025,525. The river and harbor act of March 3, 1909, provided for an ex- amination of Mantua Creek "with a view to continuing improve- 228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment to the head of navigation," and report thereon will be found in House Document No. 523, Sixty-first Congress, second session. It is proposed to expend the amount recommended below in repair of jetty and dredging and for maintenance to keep the improvement available for navigation. July 1, 1909, balance unexpended ----------------------- $842. 65 Amount allotted from appropriation made by the river and harbor act approved March 3, 1909 -_____------__------ -- 7, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 28, 000. 00 35, 842. 65 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------------------------------------- 30. 37 July 1, 1910, balance unexpended ---- -__--- _--- ------- 35, 812. 28 Amount (estimated) required for completion of existing project___ a32, 783.18 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement______________________---- a6, 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. 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 Marcus Hook, Pa. A prelim- inary examination was made in 1883, but no work of improvement was done thereon. In 1899 a preliminary examination and survey was made, and 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 11 miles above its mouth to Bridgeport for vessels of 9 feet draft, thence 31 miles farther to Springer's wharf for vessels drawing 7 feet, and thence 41 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 approved project, adopted by the 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 11 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. Between 1903 and 1906 a continuous channel was dredged to the project dimensions from the mouth to the highway bridge at Swedes- boro, except widening at bends and the construction of the cut-off at Molonox shoal. The river and harbor act of March 2, 1907, appropriated $15,000 for continuing the improvement and for maintenance, and authorized aExclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 229 a sufficient amount thereof to be applied to the making of a cut-off at Molonox shoal with proviso that no expenditure should be made thereon until the land needed therefor should have been deeded to the United States free of expense. This title was acquired in 1909. The amount expended on the improvement of this creek to June 30, 1910, is $43,101.22, of which $42,343.99 is on the present project. Of the latter amount $3,246.76 was for maintenance. For the expenditure of the $15,000 appropriated by the river and harbor act of March 2, 1907, which had been held to await title to land for the Molonox Shoal Cut-off, a contract was made and under it dredging was done which resulted in a channel not less than 75 feet wide at bottom and not less than 7 feet deep at mean low water from the mouth to Bridgeport, not less than 60 feet wide and 7 feet deep from Bridgeport to Springers, and not less than 40 feet wide and 5 feet deep from Springers to Swedesboro, including the cut-off at Molonox shoal, which latter saves about three-fourths of a mile of channel. About 75 per cent of the project has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part of the locality under improve- ment, is 7 feet from the Delaware River to Springers and 5 feet thence to Swedesboro. 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. On account of the improvement of the stream, perishable freight is now expeditiously carried, and bulky freight by water costs only about half that by rail. The execution of the work has altered the stream by increasing the tidal range in the upper waters 1 foot, and, therefore, to effect the provisions of the project, it is necessary to do additional dredging to secure the low-water depth contemplated. The commerce of the creek during the calendar year 1909, as re- ported, was 58,107 short tons, valued at $719,750. The project now contemplates a depth of 5 feet and a width of 40 feet between Springers and Swedesboro. This part of the project should be modified so as to permit the extension of the 7-foot channel to Swedesboro and the removal of a sharp bend above the railroad bridge at the latter place. This can be done without increasing the original estimated cost of the improvement. It is proposed to expend the funds recommended below in dredging for maintenance of the work to keep it available for navigation. July 1, 1909, balance unexpended_____----------------- --- _ $21, 828. 70 Amount appropriated by river and harbor act approved June 25. 1910_ 12, 500. 00 34, 328. 70 June 30, 1910, amount expended during fiscal year, for works of im- provement ------------- -------------------------- 16, 829. 92 --- July 1, 1910, balance unexpended---......--- _------.-- - 17, 498. 78 Amount (estimated) required for completion of existing project_ .. a 50, 326. 33 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __-__,_-_-_-_-____ _ _ a-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 I 8.) * Exclusive of the balance unexpended July 1, 1910. 230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Oldmans Creek, New Jersey.--This is a new project, for which provision is made by the river and harbor act of June 25, 1910, as follows: Improving Oldmans Creek, New Jersey, up to the town of Auburn, in accord- ance with the report submitted in House Document Numbered One thousand and eighty-three, Sixtieth Congress, second session, forty-five thousand dollars: Provided, That no part of this sum shall be expended until all land required for right of way for the necessary cut-offs shall have been deeded free of cost to the United States and the United States shall have been released from all claims for damages arising from the proposed diversion of the stream. The project given in the document referred to provides for a new channel 100 feet wide and 6 feet deep across the bar at the mouth, with a jetty to maintain it; a channel 75 feet wide and 6 feet deep thence to Pedricktown, and a channel 40 feet wide and 5 feet deep thence to Auburn, with the necessary cut-offs and new mouth, at an estimated cost of $89,500. The distance from the mouth to Auburn, the head of navigation, is about 15 miles. The mean range of the tide is 6 feet at the mouth, 4.9 feet at Pedricktown, and 3.2 feet at Auburn. Amount appropriated by river and harbor act approved June 25, 1910_ $45, 000. 00 July 1, 1910, balance unexpended------------- --------------- 45, 000. 00 Amount (estimated) required for completion of existing project.... a 44, 500. 00 (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 Har- bors 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, includ- ing 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 July, 1907, for the required dredging, but as only one bid was re- 0 Exclusive of the balance unexpended July 1, 1910. RIVER AND ARBOR IMPROVEMENTS. 231 ceived, 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. 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 consid- erably in excess of that given in the report of survey of 1897, and upon recommendation of the Chief of Engineers, the Secretary o 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 a contract for dredging was entered into, and com- pleted April 30, 1909. The channel was dredged to a depth of 10 feet, including 1 foot for overdepth made under the contract, and a width of 100 feet from the 9-foot.curve in the Delaware River to the 9-foot depth in Salem River, a distance of 7,350 feet; and from the lower part of Little Salem River to the covered bridge, a stationary structure, a distance of 2,920 feet, the channel was dredged to a depth of 9 feet at mean low water and a width of 75 feet, resulting in a channel 9 feet deep at mean low water from the Delaware River to the covered bridge, the head of navigation at Salem, a distance of about 4J miles, the width being 100 feet in the Delaware River to inside the mouth of Salem River, widening to 200 feet at the beacon, and thence 75 feet to Salem. The amount expended on this improvement to June 30, 1910, is $45,287.09, of which $28,077.75 is on the present project. Of the lat- ter amount $357.22 was expended for maintenance. No work was done on the improvement during the past fiscal year. The expenditure was for an examination. About 80 per cent of the project work has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water over the shoalest part of the river under improve- ment was 9 feet to Salem. The range of the tide is 6 feet. Under date of January 28, 1910, the Chief of Engineers allotted the sum of $5,000 from the appropriation of $8,185,750 provided by the river and harbor act of March 3, 1909, for preservation and main- tenance of river and harbor works, to be applied to the maintenance of improvement of Salem River, and on the same date approved a project for the expenditure of the available funds; and the river and harbor act of June 25, 1910, appropriated $12,000 for continuing the improvement and for maintenance. It is probable that steps will be taken to commence work with these funds at an early date. The commerce for the calendar year 1909, as reported, was 149,204 short tons, valued at $6,013,750. The effect of the improvement on freight rates has not been reported, but it is known that it has facili- tated and expedited shipments of fruit and other perishable mer- chandise. It is proposed to expend the amount recommended below in dredg- ing for the completion of the project and its maintenance to keep it available for navigation. 2382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended---------------------------- $1,035. 45 Amount allotted from appropriation made by the river and harbor act approved March 3, 1909-------------------------------- 5, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910------------ ------------------------ 12,000. 00 18, 035.45 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------------------------------- 13.20 July 1, 1910, balance unexpended---------------------------- 18, 022. 25 Amount (estimated) required for completion of existing project ._ a4,000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance__ _____-_-- Submitted in compliance with requirements of sundry civil act of a10,600. 00 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 original project of 1889 proposed the formation by dredging of a channel 6 feet deep at mean low water 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 originally 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 not less than 75 feet wide and 6 feet deep from the mouth to a point one-half mile below Hancock Bridge, and thence 60 feet wide and 6 feet deep to the upper end of a shoal just above Hancock Bridge, a distance of 4.92 miles. This work extended to January, 1908. The river and harbor act of March 2, 1907, appropriated $5,000 for continuing improvement and maintenance, and authorized a suffi- cient amount thereof to be applied to the construction of a cut-off at Fosters Bottle, with the proviso that no expenditure should be made thereon until all land needed for such cut-off should be deeded to the United States free of expense. During the past fiscal year this title was obtained, and under a contract the cut-off at Fosters Bottle was made, and resulted in a straight channel through it of a minimum depth of 7 feet at mean low water and a bottom width of at least 75 aExclusive of the balance unexpended July 1, 1910. RIV R AND HARBOR IMPROVEMENTS. 233 feet, 1 foot overdepth and side slopes having been allowed in accord- ance with the contract. This completed the project. The amount expended on this improvement to June 30, 1910, is $30,949.87, of which $9,552.14 was for maintenance. With $5,000 allotted from the appropriation for preservation and maintenance of river and harbor works, a contract was made for dredging, and under it work began April 5, 1910, and was still in progress at the end of the fiscal year. The channel was dredged at various points from the mouth for a distance of about 8k miles, or to within 1 mile from Quinton. The depth made was 6 feet at mean low water, the width 75 feet to upper Hancock Bridge and 60 feet above. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part of the stream under improve- ment was 6 feet to Quinton, the head of navigation. The mean range of the tide is 6 feet at the mouth and 4 feet at Quinton. The commerce for the calendar year 1909 is stated to have been 17,565 short tons, valued at $611,500. 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 expend the funds recommended below in dredg- ing for maintenance to keep the channel available for navigation. July 1, 1909, balance unexpended ----------------------------- $224. 16 Amount allotted from appropriation made by the river and harbor act approved March 3, 1909------------------------------ 5, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ----- --------------- --------- 3, 500. 00 8, 724. 16 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 2, 074. 03 July 1, 1910, balance unexpended----------------------------6, 650.13 July 1, 1910, outstanding liabilities-----------------------------900. 00 July 1, 1910, balance available------------------------------- 5, 750.13 July 1, 1910, amount covered by uncompleted contracts 2, 100. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ___--------------------- a 5, 000. 00 Submitted in compliance with requirements of sundry civil act of Julie 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. *Exclusive of the balance unexpended July 1, 1910. 234 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Prior to adoption of the present project $86,000 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. 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 amount expended on this improvement to June 30, 1910, is $59,176.11, of which $23,176.11 is on the present project. Of the lat- ter amount $52.78 was expended for maintenance. No work was done during the past fiscal year. The expenditures were for inspection and contingent expenses. 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 consum- mated, but will be shortly. About 40 per cent of the project work has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water over the shoalest part of the locality under improve- ment is 5 feet over the bar at the mouth and 7 feet thence to Bridge- ton. The range of tide is about 5J feet at the mouth and at Bridgeton. Under date of December 1, 1909, the Chief of Engineers allotted the sum of $6,000 from the appropriation of $8,185,750 provided by the river and harbor act of March 3, 1909, to be applied to the main- tenance of improvement of Cohansey River, and on the same date approved a project for the expenditure of the available funds. It is probable that work will be commenced soon. It has been impracticable to obtain commercial statistics for the calendar year 1909, but those reported for 1908 were 51,817 short tons, valued at $371,600. The improvement is not sufficiently advanced to show any marked effect upon freight rates. July 1, 1909, balance unexpended ----------------------- $32, 743. 33 Amount allotted from appropriation made by river and harbor act approved March 3, 1909...............----------------------------------6, 000. 00 38, 743. 33 June 30, 1910, amount expended during fiscal year, for works of im- provement .....--------------------------------- -------------- 19.44 July 1, 1910, balance unexpended--------------------------- 88,T28. 89 (See Appendix I 7.) RIVER AND WARBOR IMPROVEMENTS. 235 8. Maurice River, New Jersey.-This is a new project, for which the river and harbor act of June 25, 1910, made provision as follows: Improving Maurice River, New Jersey, in accordance with the report sub- mitted in House Document Numbered Six hundred and sixty-four, Fifty-ninth Congress, first session, twenty-five thousand dollars. This project, which is based upon an examination made in 1905, contemplates securing a channel depth of 7 feet at mean low water across the bar at the mouth of the river and in the river to the head of navigation at Millville, including a turning basin at the upper end, the width to be 100 feet to Millville Bridge and 60 feet wide, thence to the milldam, at an estimated cost of $156,200. This river has been under improvement since 1885, when opera- tions were commenced under a project approved in 1882, providing for a channel 6 feet deep at mean low water through the 4 miles below Millville Bridge, and 4 feet deep along the wharves of the city. A modification of the project, made in 1890, contemplated the 6-foot depth to the upper limits of the project, and one made in 1892 pro- vided for extending this depth for a further distance of 500 feet with a width of 50 feet. This was completed in 1892 at a total cost of $43,000. The average rise and fall of the tide is about 6 feet at the mouth and a little over 5 feet at Millville, the head of navigation. The distance to the mouth is 24 miles. Amount appropriated by river and harbor act approved June 25, 1910 $25, 000. 00 July 1, 1910, balance unexpended_---------------------------- 25, 000. 00 Amount (estimated) required for completion of existing project___ a131, 200. 00 (See Appendix I 8.) 9. Toms River, New Jersey.-This is a new project, for which pro- vision is made in the river and harbor act of June 25, 1910, as follows: Improving Toms River, New Jersey: Completing improvement in accordance with the report submitted in House Document Numbered Three hundred and forty-six, Sixtieth Congress, first session, ten thousand and fifty dollars. The project provides for securing a depth of 5 feet at mean low water near Toms River village and a channel 100 feet wide to the 5-foot depth below, at an estimated cost of $10,050, and $1,000 an- nually for maintenance. The town of Toms River is about 5 miles above the mouth. The mean tidal range is about five-tenths of a foot. Amount appropriated by river and harbor act approved June 25, 1910_ $10, 050. 00 July 1, 1910, balance unexpended ------- ..------------------ 10, 050. 00 (See Appendix I 9.) 10. Double Creek, New Jersey.-This is a new project, for which provision is made in the river and harbor act of June 25, 1910, as follows: Improving Double Creek, New Jersey: Completing improvement, in accord- ance with House Document Numbered Six hundred and forty-six, Sixty-first Congress, second session, seven thousand eight hundred dollars: Provided, That no part of this appropriation shall be available for expenditure until the town- ship of Union, Ocean County, New Jersey, shall have accepted the authority of a Exclusive of the balance unexpended July 1, 1910. 236 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the State of New Jersey to maintain the said improvement and made provision for maintenance, in such manner and form as shall be satisfactory to the Secre- tary of War: Provided further, That all rights of way necessary for this im- provement shall be furnished free of cost to the United States. This project contemplates the dredging of a channel 40 feet wide and 5 feet deep at mean low water from the highway bridge at Barnegat to the 5-foot contour in Barnegat Bay, and the construction of a fence or dike, 550 feet long, extending out from Hollingsworths Point, at an estimated cost of $7,800. The length to be improved is about a mile, and the range of tide at Hollingsworths Point is 0.55 of a foot. Amount appropriated by river and harbor act approved June 25, 1910_ $7, 800. 00 July 1, 1910, balance unexpended ---------------------.-----. 7, 800. 00 (See Appendix I 10.) 11. 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 navigation, 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 existing project adopted by the river and harbor act of June 13, 1902, contemplated 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 low 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 channel 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, includ- ing contingencies, is $61,380. Under authority contained in the river and harbor act of March 3, 1905, the Secretary of War authorized the location 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 Tuckerton, 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. 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 RIVER AND HARBOR IMPROVEMENTS. 287 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 objection to the proposed dredging had been removed, and there- upon contract for the dredging was entered into. The contract pro- vided for dredging a straight channel from deep water of March- elder channel, off Parkers Island, across the flats of Little Egg Har- bor to the mouth of Tuckerton Creek, passing through the point on the southwest side of the mouth, and then dredging, as far as the available funds would 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 contractor's plant arrived at the lower end of Marchelder channel on June 19, 1908, and to the end of July only 1,048 cubic yards of material had been dredged, and no work was done there- after. On September 10, 1908, the contract was annulled. New proposals for the dredging were opened October 30, 1908, but as the prices bid were excessive the bids were rejected. The river and harbor act of March 3, 1909, provided $2,000 for maintenance of this improvement, and proposals were then invited for dredging with the entire amount available, but no bid was re- ceived. Proposals were again invited upon revised specifications to be opened July 8, 1909. The amount expended on this improvement to June 30, 1910, is $28,346.87, of which $4,010.90 was for maintenance. Under the proposals opened, contract was made, and work began in April, 1910, and continued to the end of the fiscal year, when the channel had been dredged from the head of Marchelder channel toward the mouth of Tuckerton Creek for a length of 2,125 feet, the depth made being 6 feet at mean low water and the width 80 feet. About 55 per cent of the project has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water, across Little Egg Harbor from the head of March- elder channel to the mouth of the creek was 22 feet, thence 6 feet to Parkers Landing, 5 feet to West Tuckerton, 4 feet to Scow Landing, and 2 feet thence to the milldam at Tuckerton. The mean tidal range is 2 feet. The commerce for the calendar year 1909 is stated to have been 27,209 short tons, valued at $1,352,898. 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 are still obliged to await tides at the flats at the mouth to enter the creek. It is contemplated to expend the funds estimated below, if pro- vided, in dredging under the approved project, including the modifi- cation above recommended, if approved, and for maintenance of the channel to keep it available for navigation. 238 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended------_--------......-....--,,-$13 1538.57 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 12 000. 00 25,153. 57 June 30,, 1910, amount expended during fiscal year: For works of improvement_--_---------- $1, 704. 69 For maintenance of improvement--------- ------ , 795. 75 3,500. 44 July 1, 1910, balance unexpended-------------- ------------ 21, 653.13 July 1, 1910, outstanding liabilities _------..---------- 2, 475. 00 July 1, 1910, balance available .......------------------ ------- ---- 19, 178.13 July 1, 1910, amount covered by uncompleted contracts------------ 7, 000. 00 Amount (estimated) required for completion of existing project ..... 19, 380. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance .--------- a23, 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 11.) 12. 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 $1,311,000. 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- delphia, Pa., of $100,000 to the credit of Maj. C. A. F. Flagler, Corps of Engineers, the then district engineer officer, by the Cape May Real Estate Company. 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. o Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 239 The dredging of the harbor is a little more than one-half com- pleted; no work is in progress at present. By an instrument dated December 9, 1908, supplemental to an agreement executed June 25, 1907, the time for the completion of the inner harbor by the Cape May Real Estate Company is extended to September 30, 1910. 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 received by the company on April 20, 1908. Work under the contract was begun at the site on July 29, 1908, by the Breakwater Company, the legal assignee and successor of the Breakwater Construction and Engineering Company. Under date of May 13, 1909, the Acting Secretary of War approved supplementary articles of agreement entered into with the Break- water Company for the omission of the lower wales and the substitu- tion of brush in place of stone to a varying height of from half tide to high water for the purpose of deflecting and directing the tidal cur- rent and facilitating the work of scouring a channel through the bar of sufficient depth to allow the passage of barges of stone for filling the jetty, in consideration of which the Breakwater Company allows the United States a rebate of $1,170 and a deduction of $1.75 for each cubic yard of stone replaced by brush; and on April 16, 1910, the Secretary of War approved supplementary articles of agreement pro- viding for furnishing and placing 450 tons of stone, made necessary by the sinking of stone in an accepted part of the jetty. The amount expended on the improvement to June 30, 1910, is $423,497.82, of which $69,221.56 was from funds contributed by the Cape May Real Estate Company. During the fiscal year the pile, brush, and stone portion of the west jetty and the wing of this jetty, and the pile, brush, and stone wing of the east jetty were completed; and about 128,962 tons of stone were deposited in the east and west stone jetties out of 209,921 tons remain- ing on the contract of 285,000 tons. Based on quantities, about 43 per cent of the work under the present contract was completed. About 1,523 tons of riprap stone was furnished and deposited along both sides of the pile, brush, and stone portion of the west jetty. Under the supplemental contract about 344 tons of stone was fur- nished and deposited in the pile, brush, and stone portion of the west jetty, already accepted, where the filling had settled. The work is being done under continuing contracts for completion, $379,800 remaining to be appropriated. Under authority of the Chief of Engineers, dated June 14, 1910, the time for completion of work under contract was extended for a reasonable period. 240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The proportion of the approved project accomplished up to June 30, 1910, is about 50 per cent, resulting in the partial completion on the present dimensions of the west jetty over its whole length, 4,400 feet, and on the east jetty 248 feet at the shore end and 1,910 feet at the sea end, leaving a gap of 2,390 feet over shoals bare at low water, over which no stone has been deposited. The present channel over the bar is about 80 feet wide close along the west jetty, with a least depth of 7 feet at mean low water. The range of tide is 44 feet. No improvement in the bar channel can be expected until the gap in the east jetty is closed, when the tidal flow through the inlet will be confined between the jetties. It is proposed to apply the available funds to continuing work under the project. July 1, 1909, balance unexpended_-------------------------- $810, 952. 63 June 30, 1910, amount expended during fiscal year, for works of improvement __-________----------______________-------___ a303, 251.45 July 1, 1910, balance unexpended_____________---------------------------- 507, 702. 18 July 1, 1910, outstanding liabilities-5---------------------------_ 5, 737. 32 July 1, 1910, balance available- ------------------------- . - 451, 964. 86 July 1, 1910, amount covered by uncompleted contracts----------. 184, 782. 00 Amount (estimated) required for completion of existing project___ b 379, 800.00 13. 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 11 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 84 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 214 feet. a $236,830.30 United States funds; $66,421.15 private contribution. bExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 241 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 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; and during the fiscal year 1910 $500 was expended from city funds. In 1907 slight repairs were made to the jetties at the mouths of the Brandywine and Christiana rivers. Under contract completed July 16, 1908, the channel was dredged to a depth of 19 feet and a width of 250 feet from the 18-foot depth in Delaware River to a point about 1,200 feet above Lobdells Canal, and 200 feet wide and 19 feet deep at mean low water from a point oppo- site Harlan & Hollingsworth's dry dock to a point about 150 feet above Market Street Bridge; and under a contract completed in No- vember, 1908, the channel was dredged to a depth of 19 feet and width of 100 feet from the Pennsylvania Railroad cut-off bridge No. 3 to the mouth of the Brandywine, and from Third Street Bridge to Market Street Bridge to a depth of 18 feet and width of 100 feet, the depths made including 1 foot for overdepth allowed under the contract. Between July 10 and 17, 1908, eighteen stumps and logs and parts of two wrecks were removed from the channel of the upper Chris- tiana River above Churchman's bridge, at a cost of $265.98, with an allotment approved by the Secretary of War June 12, 1908, from the appropriation for emergencies made by the river and harbor act of March 2, 1907. The amount expended on this improvement from 1836 to June 30, 1910, is $1,033,636.29, which includes $500.69 expended from appro- priation for emergencies in removal of obstructions from the channel above Churchman's bridge. Of this amount $631,014.39 was ex- pended on the present project, of which $187,362.76 was for main- tenance. On April 2, 1909, the Chief of Engineers allotted $40,000 from the appropriation made by the river and harbor act of March 3, 1909, for preservation and maintenance of river and harbor works, and con- tract was made for dredging with the available funds. Work under this contract was begun on June 11, 1909, and continued to August 31, 1909, during which period the channel was dredged at several points from the Delaware River upstream to the lower side of the Harlan & Hollingsworth Corporation's dry dock, 18 feet deep at mean low water to the Third Street Bridge and 17 feet above. Work under the contract was resumed on March 29, 1910, and continued to May 28, 1910, when it was completed. During this second period, the channel was dredged from a point just below the inner end of the jetty at the mouth of the Christiana River for a length of 2,250 feet upstream to just below Lobdells Canal; a length of 1,560 feet to cut-off bridge No. 3, and from abreast of the McCullough Iron Com- 56932°--NG 1910--16 242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pany to the Market Street Bridge, a distance of about 4,700 feet. The width and depth made were 150 feet and 19 feet, respectively, at mean low water, resulting in a channel 19 feet deep at mean low water and about 150 feet wide from the entrance at the mouth of the Chris- tiana River to Market Street Bridge. Outside of the entrance there was a minimum depth of 174 feet at mean low water to that depth in the Delaware River. On June 30, 1910, the condition of the channel was as follows: From the Delaware River to the Third Street Bridge, a depth of 17 feet at mean low water for a width of 100 to 150 feet; thence to the Harlan and Hollingsworth Corporation's dry dock, a depth of 18 feet for a width of about 150 feet; thence to the pulp works, a depth of 10 feet for a width of 100 feet; thence to the Philadelphia, Balti- more and Washington Railroad (Delaware Division) bridge, a depth of 8 feet for a width of about 80 feet; thence to Newport, a depth of 6 feet for a width of about 80 feet, except for two short shoals, one 2 miles below Newport and the other one-half mile below Newport, where the depth of 6 feet is maintained, but the width is contracted to about 30 to 40 feet. The range of tide is slightly over 6 feet at the mouth and about 3.6 feet at Christiana village. The stream is navigable to about a quar- ter of a mile above the village of Christiana, or 151 miles above the mouth. The river and harbor act of March 3, 1909, called for an examina- tion of the Christiana River from Newport to Christiana, and a re- port thereon is printed in House Document No. 339, Sixty-first Con- gress, second session. The tonnage of the leading articles shipped to and from the port of Wilmington in the calendar year 1909 is reported to have been 815,- 245 short tons, valued at $64,707,575. The shipbuilding industry on the river is quite extensive, the rec- ords of the Department of Commerce and Labor showing that with the exception of Philadelphia and Newport News, Wilmington has the largest steel shipbuilding 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. It is proposed to expend the funds recommended below in main- tenance of the improvement. It is believed that the best method for providing and continuously maintaining an adequate channel is by the purchase and continuous operation of a government dredge. The cost seems to be amply jus- tified by the present commerce of the port, which is certain to be augmented by such provision for a permanent channel, and the actual average annual cost including first cost of dredge, will be less than by the present insufficient methods. Such a dredge will cost about $175,000, and can be operated for about $50,000 per year, in- cluding repairs, contingencies, and supervision. RIVER AND HARBOR IMPROVEMENTS. 243 July 1, 1909, balance unexpended ------- ---- $49, 491.11 Amount appropriated by river and harbor act approved June 25, 1910------------- ---------------- 100, 000. 00 149, 491.11 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------- ------------------------------ 38, 731. 64 July 1, 1910, balance unexpended------- -------------------- 110, 759. 47 July 1, 1910, outstanding liabilities--------------------------- 8, 300. 00 July 1, 1910, balance available------ ------- --------------- 102, 459. 47 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-------------------- a 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 I 13.) 14. Appoquinimink, Murderkill,and Mispillionrivers, 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 31 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 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 61 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 pertain- ing to former allotment. With ' these funds the channel was dredged to not less than 7 feet deep at mean low water and 50 feet wide be- tween Odessa and the mouth in 1907. The amount expended on this improvement to June 30, 1910, is $44,632.90, of which $12,590.49 was for maintenance. Under date of June 29, 1909, $5,000 was allotted from the appro- priation made by the river and harbor act of March 3, 1909, to be applied to the maintenance of the improvement, and with a part of the available funds the channel was dredged from a point just below SExclusive of the balance unexpended July 1, 1910. 244 REPORT OF THE OIEF rOF ENGINEEBS, U. S. ARMY. the drawbridge at Odessa for a distance of 33,000 feet downstream, the depth made being not less than 7 feet at mean low water and the width not less than 50 feet. This work was completed in September, 1909. On March 18, 1910, proposals were opened for dredging with the remaining funds, but the bids were rejected as excessive. Pro- posals were again advertised for and opened May 24, and contract made with the lowest bidder at a reasonable price. Work thereunder is to be commenced by the 21st of July, 1910. About three-fifths of the work on the project has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water over the shoalest part of the river is 6 feet, and across the flats at the mouth 4 feet. The stream is navigable for small boats drawing 2 or 3 feet to Noxentown milldam, about 4 miles above Odessa. The range of tide is 6 feet at the mouth and 3J feet at Odessa. The commerce of the river for the calendar year 1909 is reported to have been 29,250 short tons, valued at $1,786,400. 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. Attention is invited to the need of additional depth over the bar at the mouth. The project provides for an 8-foot depth in the river and that depth should, it is believed, extend out to the corresponding depth in Delaware Bay, the additional cost of which would be about $14,300. It is proposed to expend the funds recommended below in dredging for maintenance of the improvement to keep it available for naviga- tion, making the depth across the flats at the mouth 8 feet at mean low water, if authorized. July 1, 1909, balance unexpended----- --------------------- $6, 564. 26 Amount allotted from appropriation made by river and harbor act approved June 25, 19106-------------------------- -----. 6, 000.00 12, 564.26 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------------- 3, 450. 25 July 1, 1910, balance unexpended__--------- - __---_-- ---- 9, 114. 01 July 1, 1910, amount covered by uncompleted contracts.......------------ 2, 850.00 Amount (estimated) required for completion of existing project ___ a 4, 400. 00 IAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ___ -______--- (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. (b) MurderkillRiver.-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. a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 248. RIVER AND HARBOR IMPROVEMENTS. 245 In 1881 an examination of this river was made and a project sub- mitted for its improvement. No appropriation was made by Con- 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 flats 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. In 1907 the river was dredged at various points, 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; and in 1908 the channel was redredged across the flats at the mouth and in the river, giving the same result. The amount expended on this improvement to June 30, 1910, is $54,587.53, of which $31,226.75 was for maintenance. Under date of May 1, 1909, $7,000 was allotted from the appro- priation for preservation and maintenance made by the river and harbor act of March 3, 1909, and with a part of this allotment a con- tract was made for dredging. Work began on July 12 and was com- pleted September 10, 1909. During this period the channel was dredged to a depth of 7 feet at mean low water from the 6-foot depth in Delaware Bay to the mouth of the river, and thence up stream at various points, resulting in a continuous channel at least 6 feet deep at mean low water and 50 feet wide from the steamboat wharf at Frederica to the 6-foot curve in Delaware Bay. With the remainder of the available funds a contract was made, upon which work was begun June 1, 1910, and at the close of the fiscal year was still in progress. At that time the channel had been dredged to a depth of 6 feet at mean low water from the 6-foot curve in Delaware Bay across the flats at the mouth, and up the river a length of 4 miles, and a stretch of about 1,200 feet down stream from the steamboat landing at Frederica; the width made being not less than 50 feet. About 50 per cent of the project has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part of the river under improve- ment to Delaware Bay, is 6 feet. The average rise and fall of the tide at the mouth is 4.6 feet and 2J feet at Frederica. In redredging the channel at the mouth it has heretofore been found advisable, in the absence of a jetty, to throw the dredged material over along the side of the cut. This operation has been repeated almost yearly since the work was begun, when funds were 246 -REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. available, at considerable cost for maintenance. The protecting bank thus made of dredged material has remained long enough each time to indicate that a jetty on the south side of the cut across the flats, extending from the shore out to or within a reasonable distance from the 7-foot curve of depth in Delaware Bay, would maintain that depth. The cost of such a jetty is estimated at $66,000, and a modi- fication of the project to permit the construction is urged as a measure of economy. Also that a cut-off be made in the river just below Barren Island. This would eliminate a series of sharp curves, shorten the distance, and lessen the amount of dredging by about 5,000 cubic yards. There are no landings or other interests to suffer by the cut-off. The land needed to be donated to the United States before the work is commenced. The commerce of the river, which is quite varied, is reported for the calendar year 1909 as 26,067 short tons, valued at $1,324,700. As to the effect of the improvement of this stream upon freight rates, it is reported that rates 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 asked for below in dredging under the project and for maintenance to keep the channel available for navigation. July 1, 1909, balance unexpended ____ ________________-- - $7, 671. 98 Amount allotted from appropriation made by river and harbor act approved June 25, 1910-----------------______________ __ 15, 000.00 22, 671. 98 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -------------------------------------- 4, 308. 52 July 1, 1910, balance unexpended____________________________ 18, 363.46 July 1, 1910, outstanding liabilities-___ 2, 300. 00 July 1, 1910, balance available----------------------------- 16, 063. 46 July 1, 1910, amount covered by uncompleted contracts__ ..... - . 1, 000. 00 Amount (estimated) required for completion of existing project___ a13,264. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance --------- _ (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. (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 4 feet deep at mean low water from Milford to the mouth and a Exclusive of the balance unexpended July 1, 1910. SSee consolidated money statement on page 248. RIVER AND HARBOR IMPROVEMENTS. 247 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 mouth 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 improving the Appoquinimink, Murderkill, and Mispillion rivers, Delaware, $40,000 was allotted for the Mispillion, 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 southeasterly direction into a natural depth of 2 feet at mean low water on the flats of Delaware Bay. Under a contract for dredging, which was completed in July, 1908, the operations resulted in a chan- nel not less than 5 feet deep at mean low water and 50 feet wide from the 4-foot curve in Delaware Bay to the light-house, and not less than 6 feet deep and 40 feet wide thence to the electric-light works in the town of Milford. The depth made includes 1 foot overdepth made under the contract. The amount expended on this improvement to June 30, 1910, is $122,049.66, of which $43,659.59 is on the present project. Of this latter amount $10,453.63 was for maintenance. Under date of June 17, 1909, the sum of $7,000 was allotted from the appropriation for preservation and maintenance of river and harbor works in the act of March 3, 1909, and with a part of the available funds a contract was made, under which dredging was begun on August 9 and completed December 20, 1909, and resulted in a channel with a depth of 6 feet at mean low water and a width of 50 feet from Milford to the mouth, and a depth of 4 feet at mean low water and a width of not less than 150 feet thence to the 4-foot curve in Delaware Bay. For the expenditure of the remainder of the funds, proposals were opened March 18, 1910, for dredging in connection with work in progress on the Appoquinimink River, and as the prices offered were considered excessive, they were rejected. New proposals were opened May 24 and contract dated June 4 and approved June 16, 1910, entered into at a reasonable price. Work under this contract is to be commenced by July 24, 1910. About 35 per cent of the project work has been completed. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part under improvement, was 5 feet in the river and 32 feet across the flats at the mouth. The range of the tide is 4 feet at the mouth and 31 feet at Milford. The commerce of the river for the calendar year 1909 is reported to have been 187,356 short tons, valued at $4,085,500. 248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, better and increased transportation facilities are afforded. Under the present project the depth to be made across the flats at the mouth is only 4 feet, whereas that in the river is 6 feet. It is recommended that the depth be made uniform throughout, 6 feet. This change will not increase the estimate for completion of the project. It is proposed to expend the amount asked for below in dredging for the maintenance of the improvement to keep it available for navigation, making the depth across the flats at the mouth 6 feet, if approved. July 1, 1909, balance unexpended-------------------------- $9, 454. 24 Amount allotted from appropriation made by river and harbor act approved June 25, 1910------3-- --------------------- 39, 000. 00 48, 454. 24 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -------------------------------------- 6, 113. 83 July 1, 1910, balance unexpended-- -____________- _________ 42, 340. 41 July 1, 1910, amount covered by uncompleted contracts------------ 3, 300. 00 Amount (estimated) required for completion of existing project___ L 13, 404. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement, and for maintenance------___-_____ (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. CONSOLIDATED. July 1, 1909, balance unexpended __-- -------------------- $23, 690. 48 Amount appropriated by river and harbor act approved June 25, 1910__-------- ------------------------------ ---------- 60, 000. 00 83, 690. 48 June 30, 1910, amount expended during fiscal year: For works of improvement-____------------- $3, 450. 25 For maintenance of improvement--------------- 10,422.35 13, 872. 60 July 1, 1910, balance unexpended_ 69, 817. 88 July 1, 1910, outstanding liabilities __________----______--- 2, 300. 00 July 1, 1910, balance available_ .. __._._----- - -- 67, 517. 88 July 1, 1910, amount covered by uncompleted contracts ----------- 7, 150. 00 Amount (estimated) required for completion of existing project___ a31, 068. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_____ _ 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 14.) 15. 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 2 feet. a Exclusive of the balance unexpended July 1, 1910. bSee consolidated money statement on this page. lVMERAND HARBOR IMPROVEMENTS. 249 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 Lebanon, near Wharton's fishery. This was substantially completed in 1890. Subsequent operations have been for maintenance. With funds 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, 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; and in June and July, 1908, with an allot- ment of $3,000, the channel was dredged from the mouth to the 6-foot curve in Delaware Bay and at various points in .the river, resulting in a channel 6 feet deep at mean low water from Delaware Bay to Lebanon, the width made being 40 feet in the river and 50 feet across the flats at the mouth. The amount expended on this improvement to June 30, 1910, is $68,500.59. Of this amount, $66,276.10 is on the present project, of which $21,191.32 was for maintenance. In June, 1909, $7,000 was allotted from the appropriation made by the river and harbor act of March 3, 1909, to be applied to the maintenance of St. Jones River, and a project was approved to expend this in dredging. For the expenditure of a part of the funds a contract was entered into, under which the channel was dredged across the flats from the 6-foot curve in Delaware Bay to the mouth of the St. Jones River and from a point 200 feet above the rear range to Green Point. The width made was 50 feet and the depth 7 feet at mean low water. For the expenditure of the remaining funds, contract dated April 4, 1910, was entered into and on this work was begun May 17 and continued to the end of the month, when the dredge was temporarily taken to dredge out the Murderkill River. The channel was dredged across the flats to a width of 40 feet and a depth of 7 feet at mean low water. Upon completion of work on the Murderkill River the work on the St. Jones River will be resumed and carried to com- pletion. 250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part under improvement between Lebanon and the mouth was 6 feet and across the flats the same depth. The range of tide is 42 feet at the mouth, 2 feet at Lebanon, and 1.6 feet at Dover, the head of navigation, 17 miles above the mouth. The commerce of the river for the calendar year 1909 is reported to have been 113,550 short tons, valued at $6,055,129. It is stated that the improvements 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 in fresher condition. The river and harbor act of June 25, 1910, provides as follows: Improving Saint Jones River, Delaware: For maintenance, and continuing im- provement from the mouth to Dover, in accordance with the report submitted in House Document Numbered Eleven hundred and sixteen, Sixtieth Congress, second session, twenty-five thousand dollars: Provided, That no part of said amount shall be expended until a satisfactory title to the land required for the necessary cut-offs shall have been transferred to the United States free of cost, and the United States shall have been released from all claims for damages arising from the proposed diversion of the stream. The project adopted by this enactment is for a mean low-water depth of 7 feet from Dover to the 7-foot curve in Delaware Bay, with bottom widths of 100 feet on the flats outside the mouth, 50 feet from the mouth to Lebanon, and 40 feet from Lebanon to Dover, widening at sharp bends, including the necessary cut-offs and the construction of 5,000 linear feet of pile, brush, and stone jetty on the north side of the channel in the bay, at an estimated cost of $181,425. It is proposed to expend the funds asked for below in continuing work under the new project, in dredging and jetty construction, and in maintenance of the improvement to keep the channel available for navigation. July 1, 1909, balance unexpended___ - -- $7, 036. 56 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------- 25, 000. 00 32, 036. 56 June 30, 1910, amount expended during fiscal year, for maintenance of improvement . ------------------------------------- 4, 980. 65 July 1, 1910, balance unexpended___---------___--__-___-_ 27, 055. 91 July 1, 1910, amount covered by uncompleted contracts .----------- 2, 000. 00 Amount (estimated). required for completion of existing project__ a 156, 425. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_--------- a 11, 700. 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 15.) 16. 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 24 feet in the river and 4 feet at the bar where it enters the Delaware River. G Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 251 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. In 1904 the channel was dredged to a width of 50 feet and a depth of 6 feet at mean low water from the 6-foot curve just inside the mouth to the 6-foot curve in Delaware Bay, and in 1905, 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 extending from just below Limekiln wharf to the turn just above Brick store wharf, an aggregate length of 4,795 feet. Some shoals in the river and the channel across the flats at the mouth also were dredged, resulting in a channel 7 feet deep at mean low water from Smyrna Landing to the 7-foot curve in Delaware Bay, the widths being 60 feet through the cut-offs, not less than 50 feet in the river, and 100 feet across the flats at the mouth. This work at the mouth completed the dredging required under the approved project. In 1906 and 1907 the channel in the river was dredged, resulting in a channel width not less than 50 feet nor less than 6 feet depth from Smyrna Landing to the 6-foot depth in Delaware Bay, except in the Cherry Tree reach, about halfway between Smyrna Landing and the mouth, where the depth was only 5 feet; and in May and June, 1908, the channel was dredged from inside the river at the mouth to the 7-foot depth in Delaware Bay to a depth of not less than 7 feet at mean low water and a width of 100 feet. The amount expended on this improvement to June 30, 1910, is $77,231.70, of which $67,231.70 is on the present project. Of the lat- ter amount $22,146.92 was for maintenance. Under date of June 9, 1909, $6,500 was allotted from the appro- priation made by the river and harbor act of March 3, 1909, for the maintenance of the improvement, and under a contract made for the expenditure of a part of the available funds, dredging operations were carried on from September to December, 1909, resulting in a continuous channel not less than 50 feet wide and 6 feet deep at mean low water from Smyrna Landing to the 6-foot curve in Delaware Bay. The maximum draft that could be carried on June 30, 1910, at mean low water over the shoalest part of the stream under improvement was 6 feet in the river to Smyrna, the head of navigation, and 6 feet across the flats at the mouth. The navigable length to Smyrna is 10 miles. The mean range of tide at the mouth is nearly 6 feet and at Smyrna about 3 feet. 252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce for the calendar year 1909 is reported to have been 203,580 short tons, valued at $4,979,740. 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 re- sulted in the saving of time in shipments to Philadelphia and else- where. These conditions have stimulated certain industries, espe- cially the fruit culture, and largely increased the production in this section. The river and harbor act of June 25, 1910, appropriated $25,000 for maintenance and continuing improvement in accordance with the report submitted in House Document No. 815, Sixtieth Congress, first session, and provided that no part of said amount shall be expended until satisfactory title to the land required for the necessary cut-offs have been transferred to the United States free of cost. This land. it is understood, will be deeded to the United States shortly free of cost. The project adopted in this enactment contemplates a channel of the same dimensions as the existing project, with three new cut-offs to eliminate troublesome bends, and the construction of jetties to aid in maintaining the channel at the mouth, at a cost of $89,000. It is proposed to expend the funds asked for below in jetty con- struction and dredging under the new project. July 1, 1909, balance unexpended --- ______-- __ -- ___ $6, 512. 18 Amount appropriated by river and harbor act approved June 25, 1910_ 25, 000. 00 31, 512.18 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-__---------------------- ----------- 5, 936. 25 July 1, 1910, balance unexpended--------------------------- 25, 575. 93 Amount (estimated) required for completion of existing project .... a64, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ____________________-- a15, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix I 16.) 17. Leipsic River, Delaware.-This is a new project, for which provision is made in the river and harbor act of June 25, 1910, as follows: Improving Leipsic River, Delaware: Completing improvement in accordance with the report submitted in House Document Numbered Five hundred and seventy-four, Sixty-first Congress, second session, eighteen thousand five hun- dred dollars: Provided, That no part of said amount shall be expended until a satisfactory title to the land required for the necessary cut-offs shall have been transferred to the United States free of cost and the United States shall have been released from all claims for damages arising from the proposed diversion of the stream. The project adopted in this enactment provides cut-offs Nos. 2, 3, and 4 on plat of survey of Leipsic River, 50 feet wide and 6 feet deep at mean low water, at an estimated cost of $18,500. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMIPROVEMaN~. 253 The widths and depths of the river are, respectively, 600 and 10 feet inside the mouth, 150 feet and 7 feet at Leipsic bridge, 12 miles above the mouth, and 40 feet and-about 1 foot at Garrison's mill. Amount appropriated by river and harbor act approved June 25, 1910_ $18, 500. 00 July 1, 1910, balance unexpended----_- .... -- ---------- 18, 500. 00 (See Appendix I 17.) 18. Broadkill River, Delaware.-In its 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 1 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 present 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. The river and harbor act of March 2, 1907, appropriated $33,330 for the work. The land needed for the cut to be made across Lewes Cape was deeded to the United States free of cost; the jetty across Lewes Cape and Lewes Sound from the 61 to 7 foot depth in Dela- ware Bay to the high-water line in the marsh of Lewes Sound on its western side, a total length of 1,263 feet, was completed in November, 1908; and a channel 6 feet deep and 150 feet wide at bottom was dredged from the 6-foot depth in Delaware Bay to the same depth in Lewes Sound. This was done in 1908, and completed the project. In 1908-9, $7,282.67 was expended in the repair and restoration of the jetty. The amount expended on this improvement to June 30, 1910, is $78,514.09, of which $43,504.09 is on the present project. Of the latter amount $10,306.12 was for maintenance. Under date of June 28, 1909, the Chief of Engineers allotted $3,000 from the appropriation made by the river and harbor act of March 3, 1909, to be applied to the maintenance of the improvement, and with these funds 729 tons of stone was placed in the jetty, filling the structure across the old creek to the top of the piling and the balance to the top of the waling. The river and harbor act of June 25, 1910, appropriated $5,000 for the maintenance of this improvement. The maximum draft that could be carried on June 30, 1910, at mean low water, over the shoalest part of the improvement from Delaware Bay across the mouth was 3 feet, and thence the same depth to Milton, the head of navigation. The range of tide is 4.1 feet at the mouth, 3.6 feet at the drawbridge, and 3.4 feet at Milton. The commerce during the calendar year 1909 is reported to have been 35,163 short tons, valued at $1,110,450. The water rates are about two-thirds of those by rail. These rates are not expected to be lowered by the improvement of the stream, but better service will make them of more value to the community and largely increase the amount of freight. 254 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to expend the amount recommended below in dredg- ing the channel from Delaware Bay to the head of navigation at Milton and to repair the jetty at the mouth, both for the maintenance of the improvement to keep the locality available for navigation. July 1, 1909, balance unexpended.-.---------------------- - $3, 304. 06 Amount appropriated by river and harbor act approved June 25, 1910 --------------- ------------------------- 5, 000. 00 8, 304. 06 June 30, 1910, amount expended during fiscal year: For works of improvement________________-------------------- $78. 03 For maintenance of improvement__..- -______ 2, 777. 45 2, 855. 48 July 1, 1910, balance unexpended______-------------------------- 5, 448. 58 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_____________________ _ 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 I 18.) 19. Inland waterway from Chincoteague Bay, Virginia, to Dela- ware Bay, Delaware.-The river and harbor act of June 25, 1910, under the above heading, provides "For restoration and repair of ex- isting bridges built by the United States, one thousand five hundred dollars." The bridges referred to were built in 1891 across the cut made by the United States between Assawaman Bay and Indian River Bay, on the line of the inland waterway, and known as the Cedar Neck, Middle, and Jefferson Creek bridges, for which estimates for new structures are submitted in House Document No. 538, Fifty-ninth Congress, first session. Amount appropriated by river and harbor act approved June 25, 1910_ $1, 500. 00 July 1, 1910, balance unexpended______----__-__---- --- ------ 1, 500. 00 (See Appendix I 19.) 20. Waterway on the coast of Virginia.-This is a new project, for which provision is made in the river and harbor act of June 25, 1910, as follows: Improving waterway on the coast of Virginia: Completing improvement in accordance with the report submitted in House Document Numbered Nine hun- dred and fifty-seven, Sixtieth Congress, first session, twelve thousand one hundred dollars. The project for this improvement is based on a survey made in 1908 and provides for dredging a channel 4 feet deep at mean low water through Cat River and across Bogues Bay from Cat River into Island Hole Narrows, with bottom widths of 25 feet in Cat River and 50 feet in Bogues Bay, widening the channel where necessary at sharp bends, at an estimated cost of $12,100, with $1,200 annually for maintenance after completion. Soundings taken across Bogues Bay and through Cat River to its junction with Hog Creek show mean low-water depths in Cat River ranging from 1.5 to 9.5 feet and in Bogues Bay from 0.5 of a foot to 4 feet. SExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 255 The mean range of tide is about 3.4 feet at the Island Hole Nar- rows; 2.9 feet on Cat River about 1,500 feet south of Bogues Bay. It is proposed to expend the funds recommended below in dredging for maintenance of the improvement to keep the channel available for navigation. Amount appropriated by river and harbor act approved June 25, 1910 --------------------- -------------------------- $12, 100. 00 July 1, 1910, balance unexpended---------------------------- 12, 100. 00 (See Appendix I 20.) 21. Removing sunken vessels or craft obstructing or endangering navigation.-During the past fiscal year wrecks were removed as follows: Wreck of schooner William D. Rambo, lying sunk in Broadkill River, Delaware. It was removed at a cost of $431.82. Wreck of barge Lydia and Mary, lying sunk in Woodbury Creek, New Jersey. It was removed at a cost of $369.96. Removal of part of wreck of bark Charles Loring, lying sunk in the westward entrance channel of Barnegat Inlet, New Jersey. It was removed at a cost of $525, which included $25 for an examination of the wreck. Removal of wreck of British steamship Oalcdene, lying sunk in the Atlantic Ocean abreast of Sheep Pen Hill, Virginia. An examina- tion has been made of this wreck and measures are in progress for its early removal. Cost of examination $100. Obstructions in Broadkill River, Delaware, believed to be a part of a wrecked vessel. Arrangements are in progress for their removal. No expenditure thus far. The expenditures during the year amounted to $1,426.78. (See Appendix I 21.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Salem River, New Jersey, from the mouth to Salem.-Report dated May 4, 1909, is printed in House Document No. 318, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government further than contemplated by the completion of existing project. 2. Preliminary examination of Christiana River, Delaware, from Newport to Christiana.-Report dated May 8, 1909, is printed in House Document No. 399, Sixty-first Congress, second session. This portion of the river is not considered worthy of improvement by the General Government at the present time. 3. Preliminary examination and survey of Mantua Creek, New Jersey, with a view to continuing improvement to the head of naviga- tion.-Reports dated May 27 and September 30, 1909, respectively, are printed in House Document No. 523, Sixty-first Congress, second 256 REPORT OF THE CHIEF OF ENGINEEBS, U. S. ARMY. session. A plan for improvement at an estimated cost of $19,800 is presented, contingent upon local interests furnishing free of cost to the United States the right of way for the necessary cut-offs and securing the United States against any claims for damages due to the execution of the work. 4. Preliminary examination and survey of Leipsic River, Dela- ware.-Reports dated June 24 and November 17, 1909, respectively, are printed in House Document No. 574, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $18,500 is presented, provided that the necessary rights of way for proposed cut-offs are donated to the United States free of cost, and that prop- erty owners having property cut off by these channels waive all claims for damages as a result thereof. 5. Preliminary examination and survey of Double Creek, Ocean County, New Jersey.-Reports dated June 17 and November 30, 1909, respectively, are printed in House Document No. 646, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $7,800 is presented, contingent upon certain specified con- ditions. 6. Preliminary examination, with plan and estimate of cost of im- provement, of Absecon Inlet, New Jersey, with a view to maintaining a depth of 12 feet over the bar.--Reports dated September 15 and October 25, 1909, respectively, are printed in House Document No. 747, Sixty-first Congress, second session. It is not deemed advisable for the General Government to undertake the work proposed. 7. Preliminary examination and survey of Rancocas River, New Jersey, from the mouth to Mount Holly.-Reports dated July 31,1909, and January 31, 1910, respectively, are printed in House Document No. 850, Sixty-first Congress, second session. The locality is not con- sidered worthy of improvement by the General Government, unless subsequent examination of the Lumberton branch of the river, which is not yet authorized by Congress, shows this to be advisable. The local officer was also charged with the duty of making pre- liminary examinations and surveys provided by the river and harbor act of March 3, 1909, as follows, and reports thereon will be duly sub- mitted when received: 1. Crum River, from the mouth to Leiperville, Pa. 2. Chincoteague Inlet, Virginia, with a view to obtaining a channel depth of 15 feet. IMPROVEMENT OF RIVERS AND HARBORS IN THE BALTIMORE, MARYLAND, DISTRICT. This district was in the charge of Lieut. Col. W. E. Craighill, Corps of Engineers, to January 31, 1910, and of Col. Thos. L. Casey, Corps of Engineers, since that date. Division engineers, Col. D. W. Lockwood, Corps of Engineers, to September 21, 1909, and Col. Wm. T. Rossell, Corps of Engineers, since that date. 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 at low tide and slightly more than 18 feet at high tide. Vessels over that draft were obliged to lighter portions of their car- goes 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 RIVER AND HARBOR IMPROVEMENTS. 257 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 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 $4,776,269.48, of which $32,797.72 was for maintenance. The existing project, adopted by the river and harbor act of March 3, 1905, provides for a channel 35 feet deep at mean low water and 600 feet wide at bottom, with the legitimate inference that the widths at the angles and ends be increased to an extent not less than 1,200 feet to conform to the ground covered by previous projects, and 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. This project was extended by the act of March 3, 1909, to include the widening of the Fort McHenry division near its intersection with the Curtis Bay channel, so as to provide an anchorage basin 600 feet wide and about 3,500 feet long, with project depth within the limit of the original estimate. Dredging began July 5, 1905, and has resulted in a channel 600 feet wide and 35 feet deep, widened to some extent at the bends and entrances from Fort McHenry to deep water in Chesapeake Bay and in a 600-foot wide by 35-foot deep channel in the section opposite York Spit. About three-fourths of the anchor- age basin in the Fort McHenry division has been completed. It is a matter of increasing urgency that the width of the Balti- more channels at the bends and entrances be further widened to the extent of 300 feet in the Brewerton Cut-off angle, and by the removal of a triangular area of a maximum width of 600 feet at the cut-off 56932 0 -ENG 1910----17 258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Craighill angle, and it is recommended that the execution of this work, with funds available, be authorized by Congress. An-appropriation of $500,000 was made in the river and harbor act of March 2, 1907, and work was authorized under continuing con- tracts for completion at an additional amount of $1,715,000, all of which has been appropriated. Under proposals for this work opened July 1, 1907, a continuing contract was made for completing the project. An additional contract for the Fort McHenry channel widening was entered into June 12, 1909. Work under contract has been in progress during the fiscal year, with the result that the sec- tion opposite York Spit was completed and opened to navigation in June, 1910; and work on the Fort McHenry channel widening was continued. The amount expended on the existing project to the close of the fiscal year ending June 30, 1910, is $2,947,007.77; $518,557.44 were expended during the fiscal year and resulted in completing the channel near York Spit and about three-fourths of the anchorage basin in the Fort McHenry division. Of this amount $97,140.50 was for maintenance, under contract, of the eastern half of York Spit channel. The draft that can be carried to Baltimore, the head of navigation. 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 42 miles. The mean range of tide is a little over 1 foot in the section near Baltimore and about 22 feet in the York Spit section. The tonnage movement of the port has been as follows: Fiscal year ending June 30-- Long tons. Fiscal year ending June 30- Long tons. 1889--------------- 3,243, 017 1900--------------- 7, 941, 580 1890--------------- 4, 237, 361 1901---------------8,055, 017 1891---------------4, 495, 469 1902--------------- 7, 529, 870 1892_ ------------ 5, 224, 042 1903--------------- 7, 736, 447 1893_----------------- 4, 607, 176 1904--------------- 7, 334,241 1894_ ------------ 4, 752, 946 1905--------------- 7, 510, 713 1895___----------- 4, 794, 964 1906---------------8, 277,098 1896_--------------- 5, 363, 894 1907--------------- 8, 448, 203 1897 _------------ 6, 868,120 1908--------------- 8, 441, 034 1898---------------7, 339, 405 .. 1909_--- _------ 7, 436, 273 1899---------------6, 843,620 19108,415,220 The statistics of the port for the past fiscal year are illustrated briefly by the following statement: Value of commerce: Coal, coke, grain, flour, iron, steel, etc ... $107, 206, 599.00 Dutiable imports have increased_--- ---------- _____--$4, 235, 259. 00 Free imports have increased ___-__-----___ $1, 643, 020. 00 Domestic exports have decreased _____--------____--$169, 306. 00 Tonnage (foreign and coastwise) has increased-.. lUng tons_- 978, 947 Duties collected have increased __--__- - _----------- -- $679, 816. 10 Duties on merchandise in bond have decreased______________ $29, 873. 89 Duties on merchandise in bond with and without appraisement have decreased -------------------------------------- $384,181.85 Owing to the short time the channel has been open to navigation the effect of the present project upon freight rates can not be ascer- tained, but the tendency should be toward cheapening rates. 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. RIVER AND HARBOR IMPROVEMENTS. 259 July 1, 1909, balance unexpended ___-------___- $1, 056, 315. 19 Sales of condemned property_------------------------------- 4. 90 1, 056, 320. 09 June 30, 1910, amount expended during fiscal year: For works of improvement__________ -____ $421, 416. 94 For maintenance of improvement------ 97, 140. 50 518, 557.44 July 1, 1910, balance unexpended _______---- - -__ --- 537, 762. 65 July 1, 1910, outstanding liabilities__ ______ ____---------30, 474. 07 July 1, 1910, balance available __ -- __ __ -- ---- __,_- ---- __-. 507, 288. 58 July 1, 1910, amount covered by uncompleted contracts--------- 14, 923. 79 (See Appendix J 1.) 2. Channel to Curtis Bay, in Patapsco River, Baltimore Harbor, Maryland.-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 expen- diture the channel was first made 25 feet deep for the project width and then dredged to 27 feet. deep for a width of 70 feet in the axis of the 150-foot channel. That project was never 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. This is the existing project. 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, 1910, was $205,000, of which $12,31.6.64 was for maintenance in partially removing some shoaling. Work under a contract for maintenance, dated June 8, 1909, was completed December 13, 1909, and resulted in restoring about two-thirds of the channel to project dimensions. The sum of $10,000 was appropriated in the river and harbor act of June 25, 1910, for restoring the channel to the dimensions con- templated in the project. Curtis Bay is the mouth of Curtis Creek, which is navigable in fact 54 miles above the head of the channel contemplated by the existing project, but a maximum draft of 30 feet at mean low water can be carried June 30, 1910, over the shoalest part of the locality under improvement, which is a distance of 25 miles, from the main ship channel leading to Baltimore to the old sugar refinery wharf in Cur- tis Bay. The mean range of tide is a little over 1 foot. This bay is in the collection district of Baltimore and the statistics are attached to the report for that harbor. It is stated that the improvement has lowered rates upon freight, but the amount of reduction has not been ascertained. The $5,000 asked for will be applied to maintenance of the channel, where shoaling occurs, the additional work being necessary to make the improvement available to full project dimensions. 260 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. July 1, 1909, balance unexpended ____-___________________ -$8, 987. 48 Amount appropriated by river and harbor act approved June 25, 1910__ 10, 000. 00 18, 987. 48 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------- ------------------------ 8, 987. 48 July 1, 1910, balance unexpended_ - ___ _______----_ 10, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement- _____--__________ ___-- a 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 2.) 3. Harbor of 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. An estimate was furnished March 7, 1896, of the cost of deepening the channel to 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 appropri- ated 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 completed April 4, 1905. The sum of $314,000 was expended under the project for improvement, in addition to which $40,500 was expended for maintenance, in partially removing some shoaling. Work under a contract for maintenance dated June 8, 1909, was completed November 1, 1909, and resulted in restoring about two-thirds of the channel to project dimensions. The sum of $34,000 was appropriated in the river and harbor act of June 25, 1910, for restoring the channel to project dimensions. This channel was dredged in very soft material, where silt has been slowly accumu- lating for many years. The cost of maintenance for a number of years will probably continue to be large, but after the side slopes have flattened out sufficiently it is thought that the cost of maintenance will be much reduced. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part of the locality under improvement is 26 feet. The average rise of the tide is a little over 1 foot. The stream is navigable, in fact, to southwest 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 existing project is 4 miles. The commercial statistics of the port of Baltimore include this harbor. It is stated that the improvement has somewhat lowered freight rates, but the amount of reduction has not been ascertained. a Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 261 The $10,000 asked for will be applied to maintenance where shoal- ing has occurred in restoring the channel to project dimensions. Reference to report on examination and survey is to be found on page 181 of the Annual Report of the Chief of Engineers for 1904. July 1, 1909, balance unexpended-------------------- ----------- $33, 987. 48 Amount appropriated by river and harbor act approved June 25, 1910_ 34, 000. 00 67, 987. 48 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------- ---------------------- ----------- 33, 987. 48 July 1, 1910, balance unexpended------------__- _ __------- 34, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement____________________________ a10, 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. 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 chan- nel 100 feet wide and 8 feet deep from deep water below Cedar Point to the bridge at Elkton was completed. The channel had shoaled, and in a report on a survey made in 1899 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. The expenditure on the original and subsequent projects has amounted to $63,165. 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, 1908. a Exclusive of the balance unexpended July 1, 1910. 262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 was appropriated June 25, 1910, for main- tenance. The amount expended on the present project to June 30, 1910, is $28,550.41, of which $12,111.17 was for maintenance. Work under a contract for maintenance, dated June 21, 1909, was completed June 9, 1910, and resulted in restoring the channel to project dimensions. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the river was 6 feet. The mean range of tide is 2 feet. The stream is navigable to the extent indi- cated as far as Elkton, Md., which is about 16 miles from the mouth of the river. The portion under improvement from Elkton to Cedar Point is about 1 mile in length. The commerce of the river for the year ending June 30, 1910, is reported to be 55,718 long tons, consisting of vessels built, cord wood, lumber, fertilizer, hay, and flour valued at $346,733. Three steam tugs and 125 schooners and barges are reported as plying on the river. It was stated that the improvement has materially reduced freight rates. References to reports on surveys are to be found in the Annual Reports of the Chief of Engineers on pages 1668-1669 and 182, for the years 1900 and 1904, respectively. Reference to report on pre- liminary 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. July 1, 1909, balance unexpended _____----------__-__-- $10, 000.00 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 20, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement____------------------------------ 7, 747. 41 July 1, 1910, balance unexpended___________--_____ __ __ 12, 252. 59 July 1, 1910, outstanding liabilities ______________________-__- 920. 83 July 1, 1910, balance available _-----------------------____ 11, 331. 76 (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 channel above Havre de Grace was narrow and subject to ice gorges. The original project is dated February 22, 1853, and was for a channel 12 feet deep and 100 feet wide, at an estimated cost of $59,000. Im- provements have been in progress since 1853, and up to August 2, 1882, when the existing project was adopted, $97,390 had been ex- pended 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 Watsons 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 sum of $20,000 was appropriated June 25, 1910, for continuing improvement. The amount expended on that project to June 30, 1910, is $113,211.04, 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 opposite Wat- sons Island, completing about three-fifths of the approved project. RIVER AND HARBOR IMPROVEMENTS. 263 The expenditures during the year were for examinations and pro- portion of office expenses. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part of the channel under improvement is 12 feet. The mean range of tide is 22 feet. The lengths of all im- proved sections of the river, including its prolongation to the head of Spesutie Island, aggregate about 5 miles. The stream is navigable in fact to Port Deposit, Md., which is about 5 miles above the mouth of the river. The stream has been used for rafting and logging as far up as Williamsport, Pa. Three steamers and 40 sailing vessels and barges were reported as plying in the river in 1908; the commerce was valued at $475,933. The tonnage of the river is reported to be as follows: 1905, 135,293; 1906, 73,815; 1907, 85,212; 1908, 37,936 long tons, consisting of lum- ber, cement, salt fish, granite, stoves, castings, etc. Tonnage for 1909 could not be obtained. The improvement has made no appreciable difference in freight rates. It is proposed to apply the funds asked for to completing the improvement. Reference to a report on survey and estimate is to be found on page 837, Annual Report of the Chief of Engineers for 1882. July 1, 1909, balance unexpended_____----- ___--_____- -$315. 58 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------ 20, 000. 00 20, 315. 58 June 30, 1910, amount expended during fiscal year, for works of im- provement---------------------------------------------- 26. 62 July 1, 1910, balance unexpended__ .....-- ____ 20, 288. 96 Amount (estimated) required for completion of existing project_.. a34, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__------------------------- a34, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix J5.) 6. Harbors at Rockhall, Queenstown, Claiborne, and Cambridge, and Chester, Choptank, lWarwick, 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 appropriation of $16,600, 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 turn- ing 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. The project then proposed 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 SExclusive of the balance unexpended July 1, 1910, 264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 unit price of dredging exceeded that assumed in the original estimate, and the estimated cost of the project was therefore increased May 13, 1907, to $60,386.81. 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. Work under this allotment resulted in completing the channel from the 12-foot contour in Swan Creek Inlet to the wharf at Rockhall, the turning basin to project dimensions, and in giving an 8-foot channel 70 feet wide for a distance of 2,240 feet across Swan Point bar. The amount expended on this improvement to June 30, 1910, is $55,713.72, of which $16,600 was on a previous project and $537.54 for maintenance, consisting in the removal of a shoal in the inner harbor. About two-thirds of the project has been completed. The river and harbor act of June 25, 1910, appropriated $80,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $21,711.03 was allotted for completing this work. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel across Swan Point bar is about 5 feet and in the inner harbor 12 feet, to which point the improvement is navigable to that extent. The average range of tide is about 1 foot. The length of all improved sections of the channel is about 2- miles. 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. Two steamers and 65 sailing vessels and barges were reported as plying in the harbor in 1909, the commerce being valued at $1,678,870. The tonnage for the fiscal year 1909 was 17,703 long tons, consisting of lumber, coal, canned goods, poultry and live stock, fish, oysters, and general merchandise. Tonnage for the fiscal year 1910 could not be obtained. It is stated that the improvement has had no appreciable effect on freight rates. The funds asked for will be applied to maintenance. Reference to a report on examination and survey is to be found in the Annual Report of the Chief of Engineers for 1900, pages 1670- 1672. July 1, 1909, balance unexpended_---------------_-------__--- $99. 60 Amount allotted from appropriation made by river and harbor act approved June 25, 1910------- ------------------------- 21, 711. 03 July 1, 191.0, balance unexpended --------------------------- 21, 810. 63 Amount required for expenditure in fiscal year ending June 30, 1912, 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) Queenstown Harbor.-Before 1871 the controlling depth in this harbor was 6 feet. Between that year and 1880 it was improved * See consolidated money statement on page 275. RIVER AND HARBOR IMPROVEMENTS. 265 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 continuing the improvement, a channel was dredged to 8 feet at mean low 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 extending 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 total amount expended for this work being $19,000. The existing project adopted in the river and harbor act of June 13, 1902, provided for increasing the dimensions of the channel to 10 feet deep and 200 feet wide, at an estimated cost of $23,100. The unit price of dredging exceeded that in the original estimate and the cost of the project was therefore increased May 13, 1907, to $25,886.35. The amount expended on this project to June 30, 1910, is $21,572.39, of which $1,303.25 was for maintenance. About four-fifths of the project has been completed. The river and harbor act of June 25, 1910, appropriated $80,000 for improvement of rivers and harbors on east shore of Chesapeake Bay and $8,607.40 was allotted for completing the project and for maintenance of this work. The entire length of the channel has been dredged to a depth of 10 feet, but the maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the locality under improvement was 8 feet. The mean range of tide is about 2 feet. The improved portion of. the channel is about 1 mile long. The harbor is a bay making from the Chester River and is navigable in fact to Queenstown, which is about one-half mile above mouth of harbor. 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; 1908, 22,220 long tons, valued at $1,169,716, consisting of lumber, coal, agricultural products, canned goods, poul- try and live stock, fish, oysters, and general merchandise. Tonnage for the year 1909 could not be obtained. The improvement has made no perceptible difference in freight rates. The funds asked for will be expended in restoring the channel to project dimensions. Reference to a report on examination and survey is to be found in the Annual Report of the Chief of Engineers for 1900, pages 1673-1676. July 1, 1909, balance unexpended----------------------------------- $9. 81 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910__---- --- ------------------------- 8, 607. 40 July 1, 1910, balance unexpended----------------------------- 8, 617. 21 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (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 275. 266 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. improvement there had ever been made by the United States pre- vious to the existing project. The controlling depth was 9 feet at mean low water. 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. Owing to the facts that the unit price of dredging has exceeded that in the original estimate and the small appropriations, the work has been prolonged and the total cost of the project was increased May 13, 1907, to $27,408.30. This sum, increased by the $2,500 esti- mated as required for jetty extension, makes the total amount esti- mated to complete the existing project $29,908.30. The jetty extension is now deemed necessary to preserve the north side of the channel to project dimensions from the current from East- ern Bay around Tilghmans Point, which, passing over the sand flats, carries material into .the dredged channel at the outer end of the present jetty. The scour has been considerable in the last few years and has eroded Tilghmans Point, which formerly acted as a deflector, to such an extent as to render jetty extension necessary for the main- tenance of the channel. 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 al- lotted for this work. A contract for expenditure of funds was entered into and dredging finished in the spring of 1908, which re- sulted in restoring the channel to dimensions left in 1905. The sum of $12,000 was allotted April 6, 1909, from appropriation for emergencies in river and harbor works, act March 3, 1909, to be applied to restoring the project channel which had seriously de- teriorated. Of this amount $10,069.94 was expended in restoring the completed portion of the project. It was found that $1,202.68 of the allotment of March 3, 1909, would not be needed for this work and that sum was covered into the Treasury of the United States. The total amount expended on the existing project tb June 30, 1910, is $30,170.85, of which $14,860.36 was for maintenance. The $14,- 597.81 allotted from the appropriation of $80,000 for improving rivers and harbors on the east shore of Chesapeake Bay in the river and harbor act of June 25, 1910, will be expended in completing the project. The project for dredging is about three-fifths completed. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel is 8 feet. The' mean range of tide is about 2 feet. The length of all improved sections is about 2,400 feet. Claiborne is at the head of navigation in Claiborne Harbor, and is the western terminus of the Baltimore, Chesapeake and Atlantic Rail- way. 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. RIVER AND HARBOR IMPROVEMENTS. 267 The tonnage of the harbor is reported to be as follows: 1903, 89,549; 1904, 905435; 1905, 93,603; 1906, 91,957; 1907, 93,794; 1908, 103,173; 1909, 104,201 long tons, valued at $8,855,248, consisting of agricul- tural products, canned goods, poultry, and live stock, fish and oysters, and general merchandise. The improvement has made no appreci- able difference in freight rates. The funds asked for will be applied to maintaining the completed channel. Reference to a survey is to be found on page 185 of the Annual Report of the Chief of Engi- neers for 1904. July 1, 1909, balance unexpended_---________--___--_ $11, 996. 30 Amount allotted from appropriation made by river and harbor act approved June 25, 1910-__----------- ..........- ____ 14, 597.81 26, 594.11 June 30, 1910, amount expended during fiscal year: Turned back to Treasury ___--------- ____-$1, 202.68 For maintenance of improvement ____________- 9, 863. 56 11, 066. 24 July 1, 1910, balance unexpended_--- -------------- ___ _- 15, 527. 87 July 1, 1910, outstanding liabilities__ ____________________ 930. 06 July 1, 1910, balance available ____. .__-________- ___ 14, 597. 81 Amount required for expenditure in fiscal year ending June 30, 1912, 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) Cambridge Harbor.-In 1870, before operations were com- menced, there was a controlling depth of 4 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 succeeding projects $50,237 was expended to June 30, 1896, re- sulting 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 dis- tance 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, and the improvements then recommended were for a 12-foot low-water channel 150 feet wide from the 12-foot curve in the Choptank River to a point 500 feet outside the Baltimore, Chesa- peake and Atlantic Railway Company's steamboat wharf, and from this point gradually widening to the harbor line at the wharf; from the steamboat wharf to Mill wharf to increase the width an average of 200 feet, with a depth of 8 feet, making an anchorage basin; in- creasing 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, and was adopted June 13, 1902. The estimate of cost of project was increased May 13, 1907, to $13,858.25. a See consolidated money statement on page 275. 268 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on the existing project to June 30, 1910, is $7,609.78, of which $244.76 was for maintenance. The river and harbor act of June 25, 1910, appropriated $80,000 for improvement of rivers and harbors on the east shore of Chesapeake Bay, and $6,450.58 was allotted for completing this work. The project is about five-eighths completed. The maximum draft that could be carried June 30, 1910, 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. The mean range of tide is about 1.7 feet. The length of the improved sections of this work is about 1 mile. This harbor 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. Six steamers and 152 sailing vessels and barges are reported to ply in the harbor, the commerce being valued at $10,772,532. The ton- nage of the river is reported to be as follows: For the year ended December 31, 1909, 115,195 long tons, consisting of canned goods, fish and oysters, agricultural products, poultry and live stock, and general merchandise. The improvement has made no appreciable difference in freight rates. It is proposed to apply the funds asked for to maintenance. References to reports on examinations and surveys are to be found in the Annual Report of the Chief of Engineers for 1897, page 1297, and in House Document No. 560, Sixty-first Congress, second session. July 1, 1909, balance unexpended_____________________________ _ $42. 65 Amount allotted from appropriation made by river and harbor act approved June 25, 1910--_--------------------------_---- 6, 450. 58 July 1, 1910, balance unexpended- _-_ -------------------- - 6, 493. 23 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (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), 64 miles, the controlling depth was 3 feet. Before the adoption of the present project there had been appropriated for this river $41,000, of which $2,958.54 was carried to the surplus fund on June 30, 1909. The existing 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, 60 feet wide, 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 sum of $5,000 was allotted from the appropriation for preser- vation and maintenance of river and harbor works, act March 3, 1909, for maintenance, and work under this allotment is at present in progress. The amount expended to June 30, 1910, is $23,791.89, of which $6,132.41 is for maintenance. With the money expended dur- a See consolidated money statement on page 275. RIVER AND HARBOR IMPROVEMENTS. 269 ing the past year the channel has been partially restored to project dimensions. The project for improvement is completed. The river and harbor act of June 25, 1910, appropriated $80,000 for improve- ment of rivers and harbors on east shore of Chesapeake Bay, and $3,000 was allotted for maintenance of this work. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the river was 4 feet. The mean range of tide is 2.4 feet. Six steamers and 175 sailing vessels and barges are reported to ply in the river, the commerce being valued at $4,121,412. The tonnage of the river is reported to be as follows: 1906, 48,199; 1907, 49,162; 1908, 54,078; and 1909, 54,618 long tons, consisting of poultry and live stock, fish and oysters, canned goods, agricultural products, and general merchandise. 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. Reference to report on examination and survey is to be found on pages 954-959, Annual Report of the Chief of Engineers for 1890. July 1, 1909, balance unexpended----------------------------- $5, 000. 00. Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910------------------------------------- 3, 000. 00 8, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------ --------------------- 527. 53 July 1, 1910, balance unexpended----------------------------- 7, 472. 47 July 1, 1910, outstanding liabilities------------------------------ 135. 00 July 1, 1910, balance available-- ---------------------------- 7, 337. 47 July 1, 1910, amount covered by uncompleted contracts------------- 4, 092. 80 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (f) Choptank River, Mlaryland.-Before improvements were be- gun in 1879 the depth of water in the channel between Denton and Greensboro varied from 2 to 8 feet. Navigation carried on by small sailing vessels extended to only 3 miles above Denton. Upon the remaining 5 miles to Greensboro all freight had to be transported upon scows. The existing 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 1910 the project channel had been com- pleted, except for a distance of about 1,200 feet at the upper end, but there has been some shoaling. The amount expended on this improvement to June 30, 1910, was $80,502, of which $4,344.69 was for maintenance. About 4 per cent of the project remains to be done. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel under improvement was 6 feet. The mean range of a See consolidated money statement on page 275. 270 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tide is about 2 feet. Grensboro, located about 46 miles above the mouth of the river, is the head of navigation. The length of the im- proved section of the river, from Denton to Greensboro, is about 8 miles. The river and harbor act of June 25, 1910, appropriated $80,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $4,451.25 was allotted for completing the project and for maintenance. Six steamers and 251 sailing vessels and barges are reported as plying in the river, the commerce being valued for the past calendar year at $19,357,086. 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; 1908, 233,916; and 1909, 234,920 long tons, consisting of canned goods, poultry and live stock, fish and oysters, agricultural products, and general merchandise. The improvement has made no appreciable difference in freight rates. It is proposed to apply the funds asked for to maintenance. Ref- erence to report on survey is to be found on pages 634-636, Annual Report of the Chief of Engineers for 1880. July 1, 1909, balance unexpended ------------------------------- $45. 55 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910------------...-------... ------------------ 4, 451. 25 July 1, 1910, balance unexpended_ .--...-. --.---- ------ 4, 496. 80 Amount required for ,expenditure in fiscal year ending June 30, 1912, 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. (g) V7 arwick 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 Chesapeake 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 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 and the remainder by private parties. The existing project for improvement, 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 Secre- tary Landing, at the head of the river, including 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 amount expended on present project to June 30, 1910, is $24,128.45, of which $8,087.63 was for maintenance. The money ex- pended during the fiscal year was for maintenance and resulted in restoring about 1,800 feet of the channel. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel under improvement was 9 feet. The average rise of tide is 2 feet. The length of the improved section of the river is about 1- miles. The stream is navigable to Secretary Landing. The river and harbor act of June 25, 1910, appropriated $80,000 for * See consolidated money statement on page 275. RIVER AND HARBOR IMPROVEMENTS. 271 improvement of rivers and harbors on east shore of Chesapeake Bay, and $3,000 was allotted for maintenance. Six steamers and 80 sailing vessels and barges are reported as plying in the river, the commerce being valued at $3,618,998. The tonnage of the river is reported to be as follows: 1903, 65,206; 1904, 65,858; 1905, 66,631; 1906, 60,027; 1907, 61,225; 1908, 67,346; 1909, 68,017 long tons, consisting of canned goods, poultry and live stock, fish and oysters, agricultural products, and general merchandise. The improvement has made no appreciable difference in freight rates. Funds asked for will be applied to maintenance. References to reports on examinations and surveys are to be found on pages 636-637 and 1218-1221 of the Annual Reports of the Chief of Engi- neers for 1880 and 1891, respectively. July 1, 1909, balance unexpended__------------------------ $3, 000. 00 Amount allotted from appropriation made by river and harbor act -- __----------------------- approved June 25, 1910__ __- 3, 000. 00 6,000.00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_------------------------------- 2, 725. 58 July 1, 1910, balance unexpended___ ___---- 3, 274.42 ______---- July 1, 1910, outstanding liabilities ___________________ 250. 92 July 1, 1910, balance available _____--_______-____--3, 023. 50 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (h) Pocomolce 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 ex- pended 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 43 miles. The amount ex- pended on these projects was $20,500. The existing project, adopted by the river and harbor act of June 3, 1896, is based upon a survey made in 1894-5, and is for dredging 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. With funds provided from 1897 to 1904 the channel was dredged to the project dimensions. To the end of the fiscal year $19,091.01 has been expended on the present project, of which $4,820.28 was for maintenance. The money expended during the fiscal year was for maintenance and resulted in restoring 1.300 feet of the channel to project dimensions. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel under improvement was 8 feet. The mean range of tide is 2 feet. The length of the im- a See consolidated money statement on page 275. 272 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. proved portion of the river is about 4J miles. The head of naviga- tion is 24 miles above Snow Hill, which is about 28 miles above the mouth of the stream. Three steamers and 88 sailing vessels and barges are reported as plying in the river, the commerce being valued at $5,354,154. The tonnage of the river is reported to be as follows: 1903, 245,568; 1904, 246,223; 1905, 67,165; 1906, 65,710; 1907; 67,024; 1908, 73,727; and in 1909, 74,459 long tons, consisting of lumber, canned goods, poultry and live stock, agricultural products, fish and oysters, and general merchandise. The improvement has made no appreciable difference in freight rates. It is proposed to expend the funds asked for to maintenance. References to examinations and surveys are to be found in the Annual Reports of the Chief of Engineers for 1879, pages 505-510, and 1895, page 1167. Also in House Document No. 344, Sixty-first Congress, second session. July 1, 1909, balance unexpended---------------------- $2, 500. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------- 2, 249. 41 July 1, 1910, balance unexpended__ ---- ---------------- __ _ 250. 59 July 1, 1910, outstanding liabilities ____-- - ____ -- _ _______ 225.17 July 1, 1910, balance available--...... ----__-__ ______ 25. 42 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (i) La Trappe River, Maryland.-This stream, formerly known as Dividing Creek, is a tributary of Choptank River. The controlling depth prior to 1893 was 4 feet, but was afterwards increased to 8 feet by dredging under private subscription. The original project, which is the existing 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 Land- ing, with a turning basin at the latter point, at an estimated cost of $7,250, subsequently increased to $9,750. The project has been completed, and the additional work required is for maintenance. The amount expended to June 30, 1910, is $13,939.99, of which $5,876.12 was for maintenance. The money expended during the fiscal year was for maintenance and resulted in restoring about 2,000 feet of the channel from near Trappe Landing to Lowerys Cove, as well as a portion of the bar at the mouth to project dimensions. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel was 7 feet. The mean range of tide is 2 feet. The length of all improved sections is about 3 miles. Trappe Landing is the head of navigation, to which point the stream is navigable. Three steamers and 83 sailing vessels and barges are reported as plying in the river, the commerce being val- ued at $1,045,114, consisting of canned goods, poultry and live stock, agricultural products, fish and oysters, and general merchandise. * See consolidated money statement on page 275. RIVER AND HARBOR IMPROVEMENTS. 278 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; 1908, 15,244; and in 1909, 15,394 long tons. The improvement has made no ap- preciable difference in freight rates. It is proposed to expend funds asked for to maintenance. Refer- ence to report on examination and survey is to be found on pages 1215-1218, Annual Report of the Chief of Engineers for 1891. July 1, 1909, balance unexpended____-- -_------------------ $3, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_----- ..__ ---------------. -_---- __ 2, 687. 10 July 1, 1910, balance unexpended------------------------------ 312. 90 July 1, 1910, outstanding liabilities----- ----------- -------- 268. 95 July 1, 1910, balance available__ 43.95 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (j) Manokin Riverl 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 22 miles wide and made 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 existing 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. 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. Increased May 13, 1907, to $42,103.99. From 1891 to 1900 dredging on the whole project was done at various 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 for- merly 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 con- trolling depth of but 3 feet. 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 tenta- tive 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 amount expended on the improvement to June 30, 1910, is $36,407.94, of which $8,511.13 was for maintenance, and $2,000 addi- tional was expended on the upper river, which is not included in the existing project. About two-thirds of the project is completed. The . See consolidated money statement on page 275. 569320 -ENG 1910--18 274 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. money expended during the fiscal year was for payment of propor- tion of office expenses. The river and harbor act of June 25, 1910, appropriated $80,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $14,181.93 was allotted for completing the project. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel at the mouth was 3- feet. The average rise of tide is 2.6 feet. The length of the improved sections is about 22 miles. Princess Anne is the head of navigation, and about 12 miles above the mouth of the river. It was impracticable to procure commercial statistics. The im- provement had made no appreciable difference in freight rates. It is proposed to apply the funds asked for to maintenance. Ref- erence to report on examination and survey is to be found on page 961, Annual Report of the Chief of Engineers for 1890. July 1, 1909, balance unexpended------------------------------ $25. 50 Amount allotted from appropriation made by river and harbor act approved June 25, 1910--------------------------------- 14, 181. 93 14, 207. 43 June 30, 1910, amount expended during fiscal year, for works of improvement ----------------------------------------------- .25 July 1, 1910, balance unexpended--_... ---.. --....---- 14, 207. 18 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (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 31 feet at mean low water. A survey was made in 1899. The original project was adopted by the river and harbor act of June 13, 1902, and was for a channel 9 feet deep at mean low water, with a width of 120 feet, at an estimated cost of $13,200. Under this project $10,158 was ex- pended. The river and harbor act of March 2, 1907, appropriated $60,000 for improvement of rivers and harbors on the east shore of Chesapeake Bay, and $6,500 was allotted to complete this work under a project based on a survey made in January, 1906, in which it was estimated that the cost of completing the work originally contemplated, together with a suitable turning basin added, would be $6,462.39. This is the existing project. A contract was made for completion and dredging was finished, as far as funds permitted, in the spring of 1908. The channel was completed to the projected 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. The amount expended on the existing project to June 30, 1910, is $6,398.32, of which $2,443.91 was for maintenance. The project is about two-thirds completed. The river and harbor act of June 25, 0 See consolidated money statement on page 275. RIVER AND HARBOR IMPROVEMENTS. 275 1910, appropriated $80,000 for improvement of rivers and harbors on east shore of Chesapeake Bay, and $4,000 was allotted for com- pleting the project and for maintenance. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the improvement was 7 feet. The average rise and fall of the tide is 3 feet. The length of the improved portion of the work is about 3,500 feet. The stream is navigable to Tyaskin, the head of navigation, which is about 1 mile from its mouth. Three steamers and 36 sailing vessels and barges are reported as plying in the creek, the commerce being valued at $84,946. The ton- nage of the creek is reported to be as follows: 1903, 784; 1904, 796; 1905, 856; 1906, 945; 1907, 967; 1908, 1,064; 1909, 1,076 long tons; consisting of canned goods, poultry and live stock, agricultural prod- ucts, fish and oysters, and general merchandise. The improvement has made no appreciable difference in freight rates. Funds asked for will be applied to maintenance. Reference to reports on examinations and surveys will be found on pages 1681 and 214 of the Annual Reports of the Chief of Engineers for 1900 and 1906, respectively. July 1, 1909, balance unexpended_---------------------------- $101. 68 Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ---------------------------------- _ 4, 000. 00 July 1, 1910, balance unexpended---------_----------_ -___ 4, 101.68 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement--------__---__ ------ ______ ---. (a) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. CONSOLIDATED. July 1, 1909, balance unexpended__----------_-----------_ ___ 25, 821.09 Amount appropriated by river and harbor act approved June 25, 1910_ 80, 000. 00 105, 821.09 June 30, 1910, amount expended during fiscal year: Turned back to Treasury$---------------------- $1, 202. 68 For works of improvement ------------------------ . 25 For maintenance of improvement ---------------- 18, 053. 18 19, 256. 11 July 1, 1910, balance unexpended_______________----___ 86, 564.98 July 1, 1910, outstanding liabilities______________---------------------------- 1, 810.10 July 1, 1910, balance available___ _______--------------------- 84, 754. 88 July 1, 1910, amount covered by uncompleted contracts.---------. 4, 092. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ._______.______._______ b30, 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 6.) a See consolidated money statement on this page. b Exclusive of the balance unexpended July 1, 1910. 276 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Nanticoke River, Delaware and Maryland.-The Nanticoke River is a tidal stream, its headquarters 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 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 previ- ous appropriation for the Nanticoke River in 1886 was, in accord- ance with the terms of the law, applied to Broad Ceek River up to Laurel. The existing project for the improvement of the Nanticoke River is based upon a survey made in 1895, 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 improvements 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. This was modified by the river and harbor act of June 25, 1910, to allow a slight widening between the bridges in the harbor at Sea- ford, in accordance with plan printed in House Document No. 674, Sixty-first Congress, second session, at an additional cost of $2,860. The amount expended on the existing project to June 30, 1910, is $11,731.67, of which $6,160.93 was for maintenance. A contract for expenditure of funds for maintenance was com- pleted April 12, 1910, and resulted in restoring the channel to project dimensions. The project is completed, except the modified portion between the bridges at Seaford, Del., which will be completed with the funds appropriated by river and harbor act of June 25, 1910. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel was 9 feet. The range of tide is about 3.4 feet. The length of improved sections of the river is about 2 miles. Seaford, the head of navigation, is 36 miles from the mouth. Three steamers and 122 sailing vessels and barges are reported as plying in the river, the commerce being valued at $8,702,054. 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; and 1909, 135,241 long tons, consisting of canned goods, poultry and live stock, fish and oysters,. agricultural products, and general merchandise. The improvement has made no appreciable difference in freight rates. Funds asked for will be expended in maintenance. References to reports on examinations and surveys are to be found in the Annual Report of the Chief of Engineers for 1895, pages 1165-1167, and House Document No. 674, Sixty-first Congress, second session. Northwest Fork of Nanticoke River (Marshyhope Creek) is about 16 miles in length and flows from Federalsburg, Md. (the head of tide water), in a general southerly direction, through Dorchester County, Md., to its junction with Nanticoke River, opposite Riverton. RIVER AND HARBOR IMPROVEMENTS. 277 From its mouth to Upper Brown's wharf, the present head of steam- boat navigation, 51 miles below Federalsburg, the minimum depth of water is more than 6 feet. From this point, where the stream is 150 feet wide, to a point one-half mile below Federalsburg, it is about 100 feet wide. This reach contains numerous shoals of gravel, sand, and mud. This is a new work, the existing project being adopted in river and harbor act of June 25, 1910, in accordance with report printed in House Document No. 869, Sixtieth Congress, first session, which pro- vides for a channel 60 feet wide at bottom and 6 feet deep at mean low water from Upper Brown's wharf to within about one-half mile below the south boundary of the town of Federalsburg, with a turning basin at the upper end, at an estimated cost of $44,197.44, with $2,000 annually for maintenance after completion. The river and harbor act of June 25, 1910, appropriated $10,100 for commencing this work. The mean range of tide is 2.6 feet. The head of navigation is within one-half mile of Federalsburg. Funds asked for will be ex- pended in completing the project. Reference to report on examina- tion and survey is to be found in House Document No. 869, Sixtieth Congress, first session. July 1, 1909, balance unexpended______________- _____---_ $2, 000.00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 12, 960. 00 14, 960. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_----------- -------- 1, 731. 67 July 1, 1910, balance unexpended_____-______________ -_ _---- 13, 228, 33 July 1, 1910, outstanding liabilities __________-________________ 178. 96 July 1, 1910, balance available---------------------------------- 13, 049. 37 Amount (estimated) required for completion of existing project -- a 34, 097. 44 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance________________ a 36, 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.) 8. Broad Creek River, Delaware.-This is a tributary of the Nanti- coke River, and in 1881 the controlling depth was 1 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, 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 projected 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 amount expended on the existing project to June 30, 1910, is $18,233.70, of which $3,233.70 was for maintenance. Under an allotment of $2,000 from the appropriation for preservation and maintenance of river a Exclusive of the balance unexpended July 1, 1910. 278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and harbor works, act of March 3, 1909, the channel was redredged for a distance of 2,000 feet from a point 1,300 feet below the railroad bridge at Laurel, to project dimensions. The project has been com- pleted. The $2,000 appropriated by the river and harbor act of June 25, 1910, will be expended in maintaining the channel. The maximum draft that could be carried June 30, 1910, at mean low water, over the shoalest part of the channel is reported to be 7t feet. The mean range of tide is 3 feet. The length of the improved portion of the river is 3 miles. Laurel, the head of navigation, is 7 miles from the mouth of the river. The tonnage of the river for the year ending May 1, 1909, is re- ported to be 28,480 long tons, consisting of fertilizer, lumber, canned goods, flour and feed, shooks and crates, agricultural products, and general merchandise. Statistics for the year 1910 were asked for, but not received. The improvement is reported to have made a reduction of 25 per cent in freight rates. Funds asked for will be expended for mainte- nance. References to reports on examinations and surveys will be found on pages 640-643 and 1209-1211 of the Annual Reports of the Chief of Engineers for 1880 and 1891, respectively; also House Document No. 601, Sixty-first Congress, second session. July 1, 1909, balance unexpended------------------------------$2, 000.00 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------- 2, 000. 00 4, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------ ---------- 1, 733. 70 July 1, 1910, balance unexpended-------------------------------- 2, 266. 30 July 1, 1910, outstanding liabilities-------------------------------- 178. 97 July 1, 1910, balance available-----------------------------------2, 087. 33 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ------------------------- 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. TVicomico River, Maryland.-The portion of the river at and just below Salisbury has been under improvement by the United States since 1872, under project dated April 15, 1871. At that time the navigable channel, with a minimum depth of 8 feet at low water, extended to a point within 2 miles of Salisbury. The extreme upper portion, as far as the mill dam in the heart of the town, was quite shoal, and has an average depth of only 18 inches at low tide. Be- -tween 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 draw- bridge in the town, at a cost to the Government of $50,000. The existing project, based upon a survey of the river.in 1889, was adopted September 19, 1890, and provides for a channel 9 feet deep at mean low water from that depth below to the drawbridge at Salis- bury, the width to be from 100 to 150 feet, at an estimated cost of $23,200. At the time this project was adopted there existed a 7-foot low-water channel from 75 to 100 feet wide to Salisbury. This a Exclusive of the balance unexpended July 1, 1910. 1ft.i R AND HARB3OR IMPROVEMENTS. 279 project was modified by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 569, Sixty- first Congress, second session, to include an extension of the channel to the Salisbury milldam, a distance of about four-tenths mile, 9 feet deep, with varying widths and a turning basin at the upper end 650 feet by 360 feet, at an increased cost of $24,000, with not to exceed $600 annually for maintenance, subject to certain requirements regard- ing necessary right of way and for the disposition of dredged mate- rial to be deeded to the United States free of cost, making the total estimated cost of the existing project $47,200. The amount expended on the existing project to June 30, 1910, was $41,893.49, of which $18,693.49 was for maintenance. The funds expended during the fiscal year resulted in restoring the channel where necessary, as far as available funds would permit, from the drawbridge at Salisbury for 2 miles downstream. The money appropriated in the river and harbor act of June 25, 1910, will be expended in completing the project and for maintenance. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel under improvement was 8 feet below the bridge and about 1 foot above. The average rise and fall of tide is 3 feet. The length of all improved sections of the river aggregates about 3.4 miles. Salisbury, the head of na vi- gation, is about 23 miles above the mouth of the river. Two steamers and 82 sailing vessels and barges are reported as plying in the river, the commerce being valued at $17,000,080. The tonnage of the river is reported to be as follows: 1903, 197,306; 1904, 199,279; 1905, 202,510; 1906, 198,451; 1907, 202,416; 1908, 222,657; 1909, 224,983 long tons, consisting of lumber, coal, canned goods, poul- try and live stock, fish and oysters, agricultural products, and general merchandise. The improvement has made no appreciable difference in freight rates. It is proposed to apply the appropriation asked for in restoring the channel to project dimensions. Reference to reports on examinations and surveys will be found on pages 621-624, 947-951 of the Annual Reports of the Chief of Engineers for 1871 and 1890, respectively, also House Document No. 908, Fifty-ninth Congress, first session, and House Document No. 569, Sixty-first Congress, second session. July 1, 1909, balance unexpended---------------------------- $5, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910----------- ------------------------------------ 29, 000. 00 34, 000. 00 June 30, 1910, amount expended during fiscal year for maintenance of improvement----------------------------------------- 4, 377.49 July 1, 1910, balance unexpended _---------------------------- 29, 622. 51 July 1, 1910, outstanding liabilities----------------------------- 452. 15 July 1, 1910, balance available------.....----------------------- 29, 170. 36 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_---------------------- a3, 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.) a Exclusive of the balance unexpended July 1, 1910. 280 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 10. Crisfield Harbor, Maryland.-This harbor is situated at Somers Cove, Little Annemessex River, which at this point in an estuary of Tangier Sound, on the east side of Chesapeake Bay. It is the principal port of the collection district of eastern Maryland. Originally the harbor had a controlling depth of 81 feet at mean low water for a width of 400 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, at an estimated cost of $37,317.50. The work was completed May, 1876, with an expenditure of that amount. 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 maintenance of $800. The estimated cost of the project was increased April 17, 1909, to $47,762. The river and har- bor act of March 2, 1907, made an appropriation of $37,707. A con- tract was entered into and work under it completed in June, 1909. To June 30, 1910, $37,570.11 has been expended on existing project. An examination of the harbor was made to determine results of previous work. The money appropriated in the river and harbor act of June 25, 1910, will be expended in completing the improvement. The project is about three-fourths completed. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the channel under improvement was 12 feet. The mean rise and fall of tide is 2.6 feet. The length of the improved section of the work is about 2 miles. Crisfield is the head of navigation, about 3 miles above the mouth of the river. Eight steamers and 536 sailing vessels and barges are reported as plying in the harbor, the commerce being valued at $9,125,978. The tonnage of the harbor is reported to be as follows: 1906, 30,265; 1907, 30,738; 1908, 102,982; 1909, 104,027 long tons, consisting of canned goods, poultry and live stock, fish and oysters, agricultural products, and general merchandise. The improvement has made no appreciable difference in freight rates. 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, and House Document No. 783, Fifty-ninth Congress, first session. July 1, 1909, balance unexpended___----------------------- $2,452. 48 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 055. 00 12, 507. 48 June 30, 1910, amount expended during fiscal year, for works of improvement------ ------------------------ - 2, 315. 59 July 1, 1910, balance unexpended_____-------------------- 10,191. 89 (See Appendix J 10.) 11. Lower Thoroughfare, at or near Wenona, Deal Island, Mary- land.-This as a waterway between Deal Island and Little Deal Is- land, Maryland, extending from Tangier Sound. Before work was undertaken by the Government in 1881 the controlling depth was 2 RIVER AND HARBOR IMPROVEMENTS. 281 feet at mean low water. The original project adopted March 3, 1881, provided for a channel 7 feet deep at mean low water and 100 feet wide from Tangier Sound to the wharves of Daniel and of Vetra & Son, with a turning basing at the upper end, at an estimated cost of $10,000. Five thousand dollars was appropriated March 3, 1881, and expended on this project. The existing project is based on a survey made in 1907, and printed in House Document No. 76, Sixtieth Congress, first session, and adopted by the river and harbor act approved June 25, 1910, and pro- vides for restoring the channel heretofore dredged 80 feet wide and 6 feet deep at mean low water and widening it 100 feet at the angles so as to furnish an anchorage, and extending the latter 100 feet, thus forming easy navigation for steamers and a needed land-locked har- bor of refuge near the upper end, at an estimated cost of $5,300, with an annual cost of maintenance of $200. No money has been expended on this project. The maximum draft that could be carried, June 30, 1910, over the shoalest part of the locality under improvement is about 4 feet. The mean range of tide is 2.2 feet. The length of the improved section of the work is about one-half mile. Wenona, near the head of navigation, is about 3,000 feet from Tangier Sound. References to examinations and surveys are to be found in the An- nual Reports of the Chief of Engineers for 1881 and'1882, pages 882 and 853, respectively; also in House Document No. 76, Sixtieth Con- gress, first session. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 300. 00 July 1, 1910, balance unexpended _---------------------- -- ___ - 5, 300. 00 " (See Appendix J 11.) 12. Removing sunken vessels or craft obstructing or endangering navigation.-During the past fiscal year the following wrecks were removed: Schooner Compact from Salisbury Harbor, Maryland, at a cost of $425; schooner Mary A. Kirwan from Tangier Sound, Mary- land, at a cost of $325; sunken scow from east of Belvedere shoal, Chesapeake Bay, at a cost of $175; barge Gertrude from Patapsco River, at a cost of $500; schooner Sunny South from Chesapeake Bay, at a cost of $400. The total amount expended was $1,425. Payment had not been made for removing the wreck of schooner Sunny South. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Chesapeake Bay, between North Point light-house and Millers Island light-house (Craighill Channel Rear Range), with a view to obtaining a channel to the Baltimore County shore; also on the eastern side of Chesapeake Bay, with a view to obtaining a channel to the Kent County shore.-Report dated June 25, 1909, is printed in House Document No. 349, Sixty- first Congress, second session. The locality in question is not con- 282 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sidered worthy of improvement by the General Government at the present time. 2. Preliminary examination of Pocomoke River, from Snow Hill, Md., to Gumboro, Del.-Report dated June 16, 1909, is printed in House Document No. 344, Sixty-first Congress, first session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination and survey of CorsicaRiver (formerly CorsicaCreek), Maryland.-Reports dated May 13 and November 11, 1909, respectively, are printed in House Document No. 537, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $5,368 is presented. 4. Preliminary examination and survey of Cambridge Harbor, Maryland.-Reports dated May 14 and November 18, 1909, respec- tively, are printed in House Document No. 560, Sixty-first Congress, second session. A plan for improvement is presented at an estimated cost of $14,500. 5. Preliminary examination of Wicomico River, Maryland, at the city of Salisbury, from the foot of Main street to the Salisbury Mill dam.-Reports dated June 10 and December 17, 1909, respectively, are printed in House Document No. 569, Sixty-first Congress, second session. A plan for the extension proposed including a turning basin 650 feet by 360 feet, at an estimated first cost of $24,000 is presented, provided the necessary right of way and area for disposition of mate- rial is furnished free of cost to the United States. 6. Preliminary examination and survey of Broad Creek River, Delaware, from the mouth to the town of Laurel.-Reports dated May 29 and November 20, 1909, respectively, are printed in House Document No. 601, Sixty-first Congress, second session. A plan for improvement estimated to cost $14,520 is presented. 7. Preliminary examination and survey of Nanticoke River, Dela- ware and Maryland, up to Middleford.-Reports dated June 4, 1909, and January 13, 1910, respectively, are printed in House Document No. 674, Sixty-first Congress, second session. A plan for improve- ment at an estimated cost of $2,860 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE WASHINGTON, DISTRICT OF COLUMBIA, DISTRICT. This district was in the charge of Maj. J. J. Marrow, Corps of Engineers, to March 14, 1910, having under his immediate orders Capt. Warren T. Hannum, Corps of Engineers; and in the charge of Captain Hannum from March 14, 1910, to the end of the fiscal year. Division engineer, Col. D. W. Lockwood, Corps of Engineers, to September 21, 1909; Col. W. T. Rossell, Corps of Engineers, since that date. 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 RIVER AND HARBOR IMPROVEMENTS. 283 water and were an active agent in spreading malarial and other dis- eases. In 1849, $1,500 was appropriated for a survey of the river. Of this sum $1,208.61 was expended and the balance of $291.39 covered into the surplus fund of the Treasury. 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 last- mentioned 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 removal 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- 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, 1910, was $2,814,699.75 of which $501,235.49 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, $212.83; total, $213.33. The expenditure resulted in obtaining the following dimensioned channels by dredging: Virginia channel 4 miles long about 500 feet wide and 20 feet deep; Washington channel 24 miles long, a 400-foot width to a depth of 20 feet, and a 250-foot width to a depth of about 12 feet; in dredging the tidal reservoir to a depth of 8 feet over its entire area (111 acres) ; in fully reclaiming the upper and partially reclaiming the lower half of Potomac Park with the dredged ma- terial; in completing the inlet and outlet gates; in constructing 35,541 linear feet of sea wall around the reclaimed area and rebuild- ing 14,196 linear feet thereof; in building 5,965 linear feet of train- ing dike (containing about 21,218 cubic yards of riprap); and in removing dangerous rocks from the Georgetown Harbor. The above mentioned channels have been redredged from time to time for main- 284 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tenance, thereby removing freshet accretion. The total amount of ma- terial, dredged from these channels and deposited on the flats is about 13,893,756 cubic yards, paid for under the various contracts, and about 3,000,000 cubic yards, not paid for owing to excavation being carried beyond the limits specified in the various contracts. The amount of material received from private parties working under permits without cost to the United States and deposited on the flats is about 916,600 cubic yards. The area of land reclaimed and partially reclaimed by these operations is 628 acres (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 upper part of this park having been completed was turned over to the office of public buildings and grounds, and subsequently was developed by that office into one of the most beautiful parks of this country. The entire project is now about 90 per cent completed. The work of maintenance during the year consisted in making additions and repairs to sea wall, in care of property, in repairs to plant, etc., and in general maintenance of the improvement. The work on the project during the year consisted in making ad- ditions to sea walls and in completing the construction of the com- bined inlet gates and bridge for the reservoir. The total cost of this construction, including the relocation or re- building of about 1,012 feet of sea wall, was $134,578.54, of which $25,000 was appropriated by the sundry civil act approved May 27, 1908, for the purpose of increasing the proposed dimensions of the gates in order to provide a highway connecting the park drives on each side of the inlet. The necessary extension of dimensions was thereby obtained. History and details of construction are given in the Annual Reports of the Chief of Engineers for 1908 and 1909, for this locality. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the Washington channel was 21 feet and of the Virginia channel, 18 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 and limits the navigation of large steamers and masted vessels. The principal articles of commerce are sand and gravel, coal, lum- ber, ice, cord wood, stone, oils, oysters, bricks, coke, and general mer- chandise. The receipts and shipments during 1909 amounted to about 701,907 short tons, and were estimated to be worth about $11,165,319. The benefits to navigation from the improvement 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 additional appropriation recommended toward extension and repairs of the training dike for the Virginia channel, dredging in the Virginia 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. RIVER AND HARBOR IMPROVEMENTS. 285 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, 1906, 1907, 1908, and 1909. 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. July 1, 1909, balance unexpended---------------------------- $58, 648. 77 Amount received from sale of condemned property-------------- 18. 50 Amount appropriated by river and harbor act approved June 25, 1910 ----- ------------------------------------------- 180, 000. 00 Amount received from judgment recovered----------------------- 235. 71 238, 902. 98 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------$30, 256. 51 For maintenance of improvement---------------25, 878. 68 56, 135. 19 July 1, 1910, balance unexpended .---------------------------- 182, 767. 79 July 1, 1910, outstanding liabilities---------------------------- 994. 00 July 1, 1910, balance available----------------------------- 181, 773. 79 July 1, 1910, amount covered by uncompleted contracts----------- 1, 773.79 Amount (estimated) required for completion of existing project__ a 457, 781. 95 JAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance----------_ a 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 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 7 shoals, over which the depth ranged from 181 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, 1910, was $185,603.25, of which $31,767.25 was applied to maintenance. As a result of this expenditure, channels 24 feet deep, 200 feet wide, and aggregating about 10 miles long, have been dredged through all the shoals, and 1,484,362 cubic yards of material has been excavated. A survey was made during the fiscal year ended June 30, 1910. The maximum draft that could be carried on June 30, 1910, at mean low water over the shoalest part of the locality under improve- ment was 23 feet. The mean range of tide varies from about 1.6 feet at the lower shoals to about 2.8 feet at the upper. Georgetown, 113 *Exclusive of the balance unexpended July 1, 1910, 286 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, fertilizers, oysters, bricks, phosphate rock, coke, paving blocks, rail- road ties, asphalt, potash salt, and general merchandise. The re- ceipts and shipments during 1909 amounted to about 1,430,788 short tons, and were estimated to be worth about $31,272,050. 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, a project for increasing the width to 400 feet. July 1, 1909, balance unexpended-------------------------------- $1, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------------- 603. 25 July 1, 1910, balance unexpended------------------------------- 396. 75 ----------------------------- July 1, 1910, outstanding liabilities,, 172. 00 July 1, 1910, balance available --------------------------------- ...... 224. 75 (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, 1910, was $287,429.02, of which $26,621.97 was applied to maintenance. As a result of this expenditure a channel 20 feet deep at mean low water and at least 380 feet wide has been secured for a distance of 9,300 RIVER AND HARBOR IMPROVEMENTS. 287 feet upstream from the mouth of the Anacostia, i. e., up to upper limits of the navy-yard. The quantity excavated to date amounts to 2,059,531 cubic yards, in addition to which 228,000 cubic yards has been dredged by other departments of the Government and by private parties under permits from, but without cost to, this office. A riprap wall has been built to a height of 5 feet above mean low water for a distance of 4,900 feet along the left bulkhead line. This wall contains 33,702.4 cubic yards of stone, 6,333.3 cubic yards of which was placed during the fiscal year 1910. It will temporarily serve to retain dredged material and will ultimately form the founda- tion 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 150 acres of flats have been filled by the deposit of excavated material to an average height of 5 feet above low tide. Harbor lines have been established from the mouth of the river up to Pennsylvania Avenue Bridge. No work of improvement was done during the fiscal year 1910. The work of maintenance for the fiscal year, consisting in raising the riprap mounds which had settled and in embankment work, amounted to $20,140.87. The entire project is now about 25 per cent completed. The maximum draft that could be carried on June 30, 1910, over the shoalest part of the locality under improvement was 18 feet. The mean range of tide is about 3 feet. Anacostia River is navigable for large vessels to the Navy-Yard Bridge, for tugs and small vessels to Pennsylvania Avenue Bridge, and for small scows and lighters to Bladensburg, Md., respectively, 2, 2 , and 81 miles above its mouth. The principal articles of commerce are sand and gravel, naval ordnance and supplies, brick clay, stone, coal, oils, paving blocks, and cord wood. The receipts and shipments during 1909 amounted to about 450,213 short tons, and were estimated to be worth about $5,498,309. 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 resulted 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, 1906, and 1909. 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. 288 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended---__--- _______ -__ $21,174. 91 Amount appropriated by river and harbor act approved June 25, 1910--- .-....------------------------------------------------- 230, 000.00 251, 174. 91 June 30, 1910, amount expended during fiscal year, for maintenance of iml5rovement --------------------------------------------- 20,140. 87 July 1, 1910, balance unexpended_ -- _______-----____-____ 231, 034. 04 July 1, 1910, outstanding liabilities__-------------___-___- -__344. 25 July 1, 1910, balance available __....___..____ ___- 230, 689. 79 Amount (estimated) required for completion of existing project___ a 727, 028. 16 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-------- a 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 K 3.) 4. Potomac River at Alexandria, Va.-The city of Alexandria is situated on the right bank of the Potomac about 5 miles below Wash- ington, D. C., is one of the oldest cities in the United States, and has long been a port of entry. Bills of lading dating back to 1732 are in existence, but it had been established as a port prior to that. The river front of Alexandria is solidly built up with wharves for a length of nearly a mile. It is stated by those familiar with the locality that up to twenty years ago the main current of the Potomac was deflected from the opposite Maryland shore above Shepherds Landing and ian close in front of the wharves at Alexandria, maintaining a depth of 20 feet or more along the entire wharf front, and that dur- ing the great freshet of June, 1889, an old steamboat's hull was sunk near the upper limits of the city and diverted the currents which had swept past the city front, resulting in the formation of a bar of mud. The water depths were decreased in the harbor to about 10 feet at the upper end and 16 feet near the center, there being no perceptible change of depth at the lower end. The present project for the improvement, adopted by the river and harbor act of June 25, 1910, provides for dredging necessary to afford a depth of 24 feet at mean low water over the area in front of the city of Alexandria between deep water of the through channel and a line drawn 20 feet outside of the established pierhead line, about 6,700 feet in length and averaging 300 feet in width in accordance with plan printed in House Document No. 1253, Sixtieth Congress, second session. The estimated cost of the project is $116,000, with an addi- tional charge of about $2,000 a year for maintenance. So far no work has been done and no expenditure made. The maximum draft that could be carried over the shoalest part of the area in front of the city of Alexandria on June 30, 1910. at mean low water was about 10 feet. The mean range of tide is 3 feet. The principal articles of commerce are coal, fertilizer, glass bottles iron pyrites, ice, lumber, oil, phosphate rock, railroad ties, sand, and general merchandise. The receipts and shipments during 1909 amounted to about 331,049 short tons, and were estimated to be worth about $3,582,200.40. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 289 A map of the locality may be found in House Document No. 1253, Sixtieth Congress, second session, containing the report on examina- tion and survey. Amount appropriated by river and harbor act approved June 25, 1910-- ---------------------------------------------- $60, 000. 00 July 1, 1910, balance unexpended___ __-___--______-- ____- 60, 000. 00 Amount (estimated) required for completion of existing project ... a 56, 000. 00 (See Appendix K 4.) 5. Potomac River at Lower Cedar Point, Maryland.-Lower Cedar Point is a long, narrow point of land projecting into Potomac River on the left bank of the river about 61 miles below Washington. On its southern side a wharf of commodious capacity is used as a ship- ping point for persons residing within a radius of 6 or 7 miles. The water immediately in front of the wharf was, in 1907, about 7 feet deep at low tide, that depth increasing quite rapidly to 9 or 10 feet in the channel and 15 feet in the Potomac River one-quarter mile from the wharf. Twenty or twenty-five years ago the channel was dredged to a depth of about 10 feet at the expense of private parties. Portions of this channel have gradually shoaled until the width was not sufficient for navigation. The present project for the improvement, adopted by the river and harbor act of June 25, 1910, provides for dredging a channel 150 feet wide and 10 feet deep to Dill's wharf by way of the "west channel," with a turning basin at the wharf of the same depth, 300 feet wide, and 400 feet long, the aggregate length of channel and turning basin being about one-quarter mile, in accordance with plan printed in House Document No. 918, Sixtieth Congress, first session. The estimated cost of this project is $13,300, with an additional charge of about $600 a year for maintenance. So far no work has been done and no expenditure made. The maximum draft that could be carried over the shoalest part of the locality on June 30, 1910, was about 9 feet at mean low water. The mean range of tide is about 1.8 feet. The principal articles of commerce are fish, farm produce, fer- tilizer, lumber, live stock, grain, oysters, and general merchandise. The receipts and shipments during 1909 amounted to about 1,278 short tons, and were estimated to be worth about $102,550. As the funds appropriated by the river and harbor act of June 25, 1910, were for the completion of the project, and as probably no maintenance will be required for four or five years, no further ap- propriation is at present recommended. A map of the locality may be found in House Document No. 918, Sixtieth Congress, first session, containing the report on examination and survey. Amount appropriated by river and harbor act approved June 25, 1910 ___-----------------------------------------------------$13, 300. 00 July 1, 1910, balance unexpended---------------------------- 13, 300. 00 (See Appendix K 5.) 6. Upper Machodoc Creek, Virginia.-Upper Machodoc Creek is a tidal stream having few or no fluvial characteristics, entering the Po- a Exclusive of the balance unexpended July 1, 1910. 56932o-ENG 1910--19 290 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tomac River about 63 miles below Washington, D. C. In 1909 about 5 feet at mean low water could be carried to Brickhouse wharf over Donothon and Brickhouse bars, and thence 42 feet to Little Ferry wharf over Reel bar. Froin Little Ferry wharf to Milford, at the head of navigation, five short shoals were encountered, having from 4 to 5 feet of water over them. The aggregate length of Donothon, Brickhouse, and Reel bars is 6,300 feet, and the aggregate length of the five bars above Little Ferry wharf is about 3,800 feet. The present project for the improvement, adopted by the river and harbor act of June 25, 1910, provides for dredging channels 100 feet wide and 6 feet deep from the mouth of the creek to Little Ferry wharf, and channels 50 feet wide and 6 feet deep from Little Ferry wharf to Milford landing, with a turning basin of the same depth at Little Ferry and Milford landing of sufficient size to accommodate navigation, at the estimated cost of $23,200, with an additional charge of about $1,600 annually for maintenance, in accordance with plan printed in Rivers and Harbors Committee Document No. 4, Sixty- first Congress, second session. So far no work has been done and no expenditure made. The maximum draft that could be carried at mean low water over the shoalest part of the locality on June 30, 1910, was about 4z feet. The mean range of tide is about 1.8 feet. Milford, 7.7 miles above the mouth, is the head of navigation for steamers. Small craft can proceed about a mile farther up the creek. The principal articles of commerce are fruits and vegetables, farm produce, oysters, eggs, and general merchandise. Receipts and ship- ments during 1909 amounted to about 8,578 short tons, and were esti- mated to be worth about $157,064. It is proposed to apply the additional appropriation recommended in dredging to complete the project. The report on examination and survey is contained in Document No. 4, Committee on Rivers and Harbors, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------- $10, 000. 00 July 1, 1910, balance unexpended_---------___ __________ ____ 10, 000. 00 Amount (estimated) required for completion of existing project ___ a13, 200. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_____________________________ 13, 200. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix K 6.) 7. 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. G Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 291 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 dimen- sions 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, 1910, was $16,000, of which about $5,576.45 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 170 feet wide, 10 feet deep, and 6,100 feet long, with a turning basin at its head of the same depth, 300 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 for improvement, as recommended by the Board of Engineers for Rivers and Harbors, is completed. The total amount of material dredged from the channel under the present project is about 70,207 cubic yards. The work of mainte- nance done during the fiscal year ending June 30, 1910, consisted of surveys, dredging, and incidental expenses amounting to $3,779.37. The work of improvement consisted of closing up the account for dredging done during the fiscal year 1907, amounting to $485.65. The maximum draft that could be carried on June 30, 1910, 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. Leonardtown, 6 miles above the mouth of the bay, is the head of navi- gation. The principal articles of commerce are oysters, railroad ties, cord wood, lumber, grain, tobacco, farm produce, coal, bricks, fertilizer, and general merchandise. The receipts and shipments during 1909 amounted to about 11,668 short tons, and were estimated to be worth about $295,312. The number of passengers carried is about 2,000 a year. 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. No further appropriation is at present required. 292 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1909, balance unexpended ---------------------------- $3, 779. 37 July.30, 1910, amount expended during fiscal year, for maintenance of improvement ---------- ------------------------------- , 779.37 (See Appendix K 7.) 8. 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. 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, 1910, was $83,000, of which $8,008.71 was applied to maintenance subsequent to March 3, 1899. As a result of this expenditure a channel about 1 mile in length has been dredged to a depth of 9 feet at low tide, with a width of 140 to 150 feet, and redredged, and 2,110 linear feet of jetty have been constructed. The total amount of material dredged from the chan- nel is about 136,000 cubic yards. There have been placed in the jetty about 6,014 cubic yards of stone and 3,000 cubic yards of oyster shells. The entire project is now about 85 per cent completed. Work of maintenance done during the fiscal year was incidental to closing the contract for work done during the previous fiscal year. The maximum draft that could be carried on June 30, 1910, at mean low tide over the shoalest part of the locality under improve- ment was 82 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, canned goods, fish, and general merchandise. The receipts and shipments during 1909 amounted to about 27,285 short tons, and were estimated to be worth about $1,138,998. 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, redredging the channel to obtain the required width, and the completion of the project. 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. RIVER AND HARBOR IMPROVEMENTS. 293 July 1, 1909, balance unexpended --------- ------- ------------ $313.48 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 5, 313.48 June 30, 1910, amount expended during fiscal year, for maintenance of improvement .--_._- .-..--------------------------- 313. 48 July 1, 1910, balance unexpended------ ----- --------------- 5, 000. 00 Amount (estimated) required for completion of existihg project--- a 5, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_______ ____ a 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 K 8.) 9. Dymers Creek, Virginia.-Dymers Creek is a tidal estuary en- tering Fleets Bay about 3 miles north of the mouth of the Rappahan- nock River. The creek is a landlocked harbor about 1 square mile in area, affording anchorage of from 15 to 18 feet, indented by eight coves, and the banks rising boldly from the water. This harbor is suitable for vessels seeking refuge from storms; but in 1909 the en- trance was obstructed by a narrow sand reef having only from 11 to 12 feet of water over it. The present project for the improvement, adopted by the river and harbor act of June 25,.1910, provides for dredging a channel about 600 feet long, 200 feet wide, and 15 feet deep through the narrow sand reef at the entrance to the creek, at an estimated cost of $9,000, with an additional charge of about $500 a year for maintenance, in accordance with plan printed in HIouse Document No. 325, Sixty- first Congress, second session. So far no work has been done and no expenditure made. The maximum draft that could be carried over the shoalest part of the locality at mean low water on June 30, 1910, was about 11 feet. The mean range of tide is about 1.3 feet. Large steamers enter this creek for embarking and debarking cargoes at Ocran, about 14 miles above the obstruction. The head of navigation for smaller craft is about 14 miles above Ocran. The principal articles of commerce are fish in manufacturing fer- tilizers, and fish oil, fertilizers, lumber products, farm produce, and general merchandise. The receipts and shipments during 1909 amounted to about 23,120 short tons, and were estimated to be worth about $337,705. As the funds appropriated by the river and harbor act of June 25, 1910, were for the completion of the project, and as probably no main- tenance will be required for four or five years, no ifurther appropria- tion is at present recommended. House Document No. 325, Sixty-first Congress, second session, con- tains the report on examination and survey. Amount appropriated by river and harbor act approved June 25, 1910___ $9, 000 July 1, 1910, balance unexpended__------------------------------ 9, 000 (See Appendix K 9.) 10. 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 * Exclusive of the balance unexpended July 1, 1910. 294 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, was $275,678.04, of which $47,754.81 was applied to maintenance subsequent to March 3, 1899. This expenditure has resulted in a dredged channel about one-half mile long, 105 feet wide, and 22 feet deep at Potopotank, and another channel 2 miles long, 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, of which 9,850 linear feet has been rebuilt. The total amount of material dredged from the channels is about 1,160,100 cubic yards. The entire project is now about 75 per cent completed. The work of maintenance during the fiscal year consisted in rebuilding the dike, repairs to plant, and miscellaneous work. The maximum draft that could be carried on June 30, 1910, at mean low tide over the shoalest part of the locality under improvement 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. 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 1909 amounted to about 85,139 short tons, and were estimated to be worth about $6,220,752. The work done has been of much importance to commerce, but as the officer in charge renders the opinion that the river is not worthy of further improvement at present beyond maintenance, for the rea- sons stated in his report, no additional funds are requested to con- tinue the improvement, the available funds being sufficient for maintenance. 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, 1909, balance unexpended ____ $21,186. 82 Amount allotted from appropriation made by river and harbor act approved June 25, 1910-----------------.--.--.- _--_ ---------- 5, 000. 00 26, 186. 82 June 30, 1910, amount expended during fiscal year: Withdrawn and reallotted to Mattaponi River-------.$1, 000 For maintenance of improvement .... ----- 16, 993 17, 993.00 July 1, 1910, balance unexpended---------------------------- 8, 193. 82 July 1, 1910, outstanding liabilities_ ------- ------------- ____ - 23. 10 July 1, 1910, balance availableQ---------------.-.. - - 8, 170. 72 Amount (estimated) required for completion of existing project . 72, 706. 05 * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 295 (b) Mattaponi River.-The Mattaponi River is navigable for small steamers and vessels from its mouth to Aylett, about 39 miles above, and navigable for small lighters and rafts from Aylett to Munday bridge, 16 miles farther. At the time of the adoption of the project the obstructions to 51-foot navigation below Aylett con- sisted of 7 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 ob- structed 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 Munday bridge, and the improvement of the bars below Aylett, so as to give a depth of 5z 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 estimated cost of this, which is the present project, is $72,100. The amount expended to June 30, 1910, was $62,949.62, of which $29,181.12 has been applied to maintenance since March 3, 1899. This expenditure resulted in the removal of snags, logs, and over- hanging trees from the river between the mouth and Munday bridge and in keeping the river below Aylett free from such obstructions; in constructing 2,297 linear feet of dike at Robinson bar, and in dredging channels of the full projected dimensions through 13 bars, aggregating about 4.4 miles in length and within the reach of river between Line Tree bar and Aylett, a distance of 7.4 miles. Fully 90 per cent of the work of snagging, dike construction, and dredging so far done has been required between Latane bar and Aylett, a dis- tance of 6 miles. The total amount of material dredged from the channels is about 107,425 cubic yards. The entire project is now about 60 per cent completed. The work of maintenance during the fiscal year consisted of dredg- ing, of snagging the river, and of engineering and miscellaneous incidental office expenses. The maximum draft that could be carried at mean low water over the shoalest part of the channel June 30, 1910, was 5 feet. The mean range of tide is about 3.5 feet. The principal articles of commerce are lumber, cord wood, farm produce, railroad ties, ship timber, piles, and general merchandise. The receipts and shipments during 1909 amounted to about 86,087 short tons, and were estimated to be worth about $1,655,737. The work done has been of considerable benefit to commerce, and it is understood that not only have shipments been facilitated, but that freight rates have been soinewhat reduced. It is proposed to apply the additional appropriation recommended to dredging, dike construction, and to snagging. The additional work proposed is partly necessary to make the im- provement available, partly for the extension of benefits and 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, 1890, and 1910. For reference to reports on examinations and surveys of this locality, see page 212 of the Annual Report of the Chief of Engineers 296 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIIY. for 1904 and House Document No. 311, Sixty-first Congress, second session. July 1, 1909, balance unexpended _____ __ __.__------___ $7, 490. 47 Amount received by transfer from York River, Va ___________- 1, 000. 00 Amount allotted from appropriation made by river and harbor act approved June 25, 1910--___- - ____-______-__--- - 17, 000. 00 Amount received by transfer from Pamunkey River___ -____- 800. 00 Amount allotted from appropriation for emergencies in river and harbor works, act of March 3, 1909 -- ------- --- -- ----- 3, 000. 00 29, 290. 47 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ___------------------------- -- 11, 158.78 July 1, 1910, balance unexpended_- -_____--------------_ 18, 131. 69 Amount (estimated) required for completion of existing project____ a20, 199. 81 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance __---------- (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. (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 five bars, the ruling depths on which varied from 2-1 to 51 feet. 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 behind them. The wrecks, snags, logs, and trees obstructing navi- gation are also to be removed. The estimated cost of the revised project is $55,000. It is estimated that the cost of maintenance will be $4,000 every four years. The amount expended to June 30, 1910, was $40,500.11, of which $9,174.10 was applied to maintenance after March 3, 1899. This expenditure has resulted in dredging channels through all the bars to the 7-foot depth, but varying in width from 70 feet to the pro- jected width of 100 feet, the aggregate length of these channels being about li miles and the amount of excavation to date about 46,678 cubic yards; in the construction of 1,478 linear feet of sheet-pile dikes at Spring and Skidmore bars; in the construction of 14 permeable spur dikes at Buckland and Hogan bars, aggregating in length 2,332 linear feet; in removing eight wrecks, and in removing snags and similar obstructions from about 50 miles of river and keeping it free from such obstructions. The entire project is now about 70 per cent completed. The work of improvement done during the fiscal year consisted of dredging. The work of maintenance consisted of snagging, dredging, and incidental expenses. o Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 300. RIVER AND HARBOR IMPROVEMENTS. 297 The maximum draft that could be carried on June 30, 1910, at mean low tide over the shoalest part of the locality under improve- ment was 6 feet. The mean range of tide is about 3 feet. Bassett Ferry, 47 miles above the mouth of the river, is the head of naviga- tion for vessels drawing 5 feet, and navigation by small lighters and rafts extends about 15 miles above. The principal articles of commerce are lumber, cord wood, rail- road ties, ship timber, piles, and grain. The receipts and shipments during 1909 amount to about 59,961 short tons, and were estimated to be worth about $514,144. 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 dredging, snagging, and dike construction, as provided for by the approved project. 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 Pamunkey River, see page 213 of the Annual Report of the Chief of Engineers for 1904. July 1, 1909, balance unexpended-___---------_--_--__----- - $8, 636. 43 Amount allotted from appropriation made by river and harbor act approved June 25, 1910_-------_----_------______ 10, 000. 00 18, 636.43 June 30, 1910, amount expended during fiscal year: Withdrawn and reallotted to Mattaponi River _______ $800. 00 For works of improvement---------------------- 1, 136. 43 For maintenance of improvement -_____________ _ 5, 100. 11 7, 036. 54 July 1, 1910, balance unexpended_----___ _____________ --- -__ 11, 599. 89 July 1, 1910, outstanding liabilities____-------------__________________ 50. 00 July 1, 1910, balance available__------ -11, ---________________ 549. 89 Amount (estimated) required for completion of existing project... a 12, 124. 10 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance---_ ------------ (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. (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. a Exclusive of the balance unexpended July 1, 1910. SSee consolidated money statement on page 300. 298 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, was $51,599.41, of which $15,515.07 was applied to maintenance sub- sequent to March 3, 1899. As a result of this expenditure, channels have been dredged through all of the bars and redredged where shoal- ing occurred, and 1,696 linear feet of dike have been constructed at Occoquan bar and Sand bar and repaired where injured by freshets and ice. The dredged channels are all of full projected dimensions, except that through Lower Mud bar, which was dredged only 95 feet wide. The total amount of material dredged from the channels is about 341,145 cubic yards. There has been placed in the dikes about 6,475 cubic yards of stone. The entire project is now about 80 per cent completed. The work of maintenance during the year consisted in surveys and incidental office work. The maximum draft that could be carried June 30, 1909, at mean low water over the shoalest part of the locality under improvement was 6 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 receipts and shipments during 1909 amounted to about 32,701 short tons, and were estimated to be worth $266,917. 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. The available funds being sufficient to secure channels of full projected dimensions, no further appropriations are requested. July 1, 1909, balance unexpended_____________________________ $1, 301. 44 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910------------------------------------ 18, 000. 00 19, 301.44 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -------------------------------------- 801.44 July 1, 1910, balance unexpended_-- ------------------------ 18, 500. 00 July 1, 1910, outstanding liabilities----------------------------- 441. 85 July 1, 1910, balance available----------------------------- 18, 058. 15 Amount (estimated) required for completion of existing project-__ a9, 857. 51 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 299 (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 102 feet could be carried at low tide, and navi- gation 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; and 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, 1910, was $29,588.48, $1,190.93 of which was applied to maintenance. As a result of this expendi- ture a channel 200 feet wide and 15 feet deep has been dredged through the bar at the mouth of the creek and the necessary widening at Crab Point has been accomplished. A channel 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. Har- bor lines have been established. The total amount of material dredged from the channels, aggregating forty-two one hundredths of a mile in length, is 65,893 cubic yards. There have been placed in the jetty 1,507 cubic yards of stone. The entire project is now completed. . The work of maintenance during the year consisted in surveys and miscellaneous work. The maximum draft that could be carried on June 30, 1910, 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 12 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 1909 amounted to about 68,842 short tons, and were estimated to be worth $1,456,728. 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, 1909, balance unexpended--------------------------- $1, 062. 85 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement---------------------- ------- ------ 1, 062. 85 300 REPORT OF THE CHIEF OF ENGINEEBS, U. S. ARMY. CONSOLIDATED. July 1, 1909, balance unexpended_ ..... __----__ - _ -- --- $39, 678.01 Amount appropriated by river and harbor act approved June 25, 1910 ---- --------------------------------------- 50, 000. 00 89, 678. 01 June 30, 1910, amount expended during fiscal year: For works of improvement__ ______________-$1, 136. 43 For maintenance of improvement-------------- 35, 116. 18 36, 252. 61 July 1, 1910, balance unexpended ___________________________ 53, 425. 40 July 1, 1910, outstanding liabilities----------------------------- 514. 95 July 1, 1910, balance available__-- - - -________________----- 52, 910. 45 July 1, 1910, amount covered by uncompleted contracts ---------- 20,170.72 Amount (estimated) required for completion of existing project___ a 114, 887. 47 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance --------- al, 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 10.) 11. Rappahannock River, Virginia.-The lower portion of the Rappahannock 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 9 bars in the upper portion of the river between Tappa- hannock and Fredericksburg, over which the ruling depths were from 4 to 81 feet. Seven of the bars were in the 12 miles reach 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 steamboats 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 properly chargeable to maintenance on June 30, 1907. The contract authoriza- tion of $90,000 has since been appropriated. The estimated annual cost for further maintenance is $10,000. *Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 301 The amount expended to June 30, 1910, was $532,658.47, of which $121,832.41 has been applied to maintenance since March 3, 1899. The sum of $59,933.18 was expended prior to March 3, 1899, in re- dredging 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, which was de- posited with the funds for improving the Rappahannock River. The expenditure has resulted in the completed improvement of the 20 bars between Fredericksburg and the mouth of the river by means of dredging and rock excavation, construction of dikes, and removal of two wrecks which obstructed navigation. About 1,284,640 cubic yards of material have been dredged, 1,537 cubic yards of rock ex- cavated, 33,800 linear feet of dikes constructed, 8,728 linear feet of dikes repaired, 1,906 linear feet of riprap dike constructed, and 3,625 cubic yards of riprap stone used. The entire project is now completed, but it is estimated that $10,000 per annum is required for maintenance. The work carried on during the year resulted in completing all the channels to the full projected dimensions, protecting spoil banks from freshet erosion, and in other miscellaneous work. The incidental expenditure was $68,502.20, of which $20,846.63 was applied to maintenance. Dredging was carried on under a continuing contract. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the locality under improvement was 12 feet. The mean range of tide is about 3 feet. Fredericksburg, 106 miles above the mouth, is the head of navigation for steamers and barges. Falmouth, 3 miles farther up, is the head of navigation for small scows, lighters, and launches. The principal articles of commerce are railroad ties, lumber, farm produce, grain, cord wood, fertilizers, flour, canned goods, coal, manu- factures, and general merchandise. The receipts and shipments dur- ing 1909 amounted to about 397,210 short tons, and were estimated to be worth about $6,462,912. The work done has been of benefit to commerce, and it is under- stood that freight rates have been reduced. 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, 1906, 1909, and 1910. 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. 302. REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended-------------------$77, 182. 73 -Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 15, 000. 00 92,182. 73 June 30, 1910, amount expended during fiscal year: For works of improvement _..._______ _--.. $47, 655. 57 For maintenance of improvement ____________.. 20, 846. 63 68, 502. 20 July 1, 1910, balance unexpended --------------- _ 23, 680. 53 July 1, 1910, outstanding liabilities___--------------------------- 1, 767.00 July 1, 1910, balance available---------___________---_-_- 21, 913.53 (See Appendix K 11.) 12. 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. 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, 1910, was $47,500, of which $15,169.70 has been applied to maintenance since March 3, 1899. As a result of this expenditure a channel through the bars, aggregating about nine-tenths of a mile in length, has been dredged 10 feet deep and 150 feet wide; a turning basin, at the steamboat wharf, has been dredged 10 feet deep and about 400 feet wide, and some redredging has been done in the channels and turning basin where shoaling had occurred; the total amount of material dredged to date is about 144,300 cubic yards. Harbor lines have been established and 1,329 linear feet of stone jetty have been completed by the placement of 2,376.3 cubic yards of riprap. The work during the fiscal year consisted in the extension of the jetty, a survey, inspection, and in miscellaneous office work. The incidental expenditure, amounting to $4,180.22, was applied to main- tenance. The maximum draft that could be carried on June 30, 1910, at mean low tide over the shoalest part of the locality under improve- ment was about 9 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, coal, farm produce, canned goods, railroad ties, bricks, pickles, manufactured clothing, fertilizer, and general merchandise. Ihe receipts and shipments during 1909 amounted to about 31,877 short tons, and were estimated to be worth $1,068,550. 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 to the extension and maintenance of the jetty, the construction of a spur dike at Bailey Point, the redredging of the outer bar, and the completion of the project. RIVER AND HARBOR IMPROVEMENTS. 303 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. July 1, 1909, balance unexpended__ ---- _____- ________-- $4, 180. 22 Amount appropriated by river and harbor act approved June 25, __---------------------------------- 1910 ---------- 8, 500. 00 12, 680. 22 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ __- - --- ______- - -____ -____ 4, 180. 22 July 1, 1910, balance unexpended -------------------------- 8, 500. 00 Amount (estimated) required for completion of existing project ._ a7, 500. 00 SAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-------- al0, 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 12.) 13. Harbor at Milford Haven, 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 62 to 14 feet, 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 were 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 securing channels 10 feet deep by a minimum width of 200 feet through the bars at the northwest en- trance and between Cricket Hill and Callis wharves, at an estimated cost of $17,500. For reasons given in the Annual Report of the Chief of Engineers for 1909, page 1241, it was recommended that the existing jetty be extended about 800 feet at an estimated additional cost of $10,000, as an aid in maintaining the dredged channels. This recommenda- tion was approved by the Board of Engineers for Rivers and Harbors and the Chief of Engineers. The amount expended to June 30, 1910, was $20,475.16, $113.65 of which was applied to maintenance. The sum of $3,032.97 was recovered as judgment from a failing contractor. As a result of this expenditure channels of the full projected dimensions have been dredged through the bars, a total length of forty-eight hundredths of a mile, and a jetty 333 feet long has been constructed to maintain the outer channel. The maximum draft that could be carried June 30, 1910, at mean low tide over the shoalest part of the locality under improvement a Exclusive of the balance unexpended July 1, 1910. 304 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 foodstuffs, lumber, building ma- terials, flour, ice, and general merchandise. The receipts and ship- ments during 1909 amounted to about 43,000 short tons, and were esti- mated to be worth about $1,709,062. The work done has been of considerable benefit to commerce and navigation. Freight rates have, however, been advanced. It is proposed to apply the additional appropriation recommended to redredging for maintenance of the channels. The additional work proposed is for the purpose of extension of benefits and maintenance of the work already done. It is anticipated that an appropriation of about $2,000 every eight years will be required for maintenance after the jetty has been extended. For reference to reports on examinations and surveys of this locality, see page 211 of the Annual Report of the Chief of Engineers for 1904. Amount appropriated by river and harbor act approved June 25, 1910_ $3, 000. 00 July 1, 1910, balance unexpended ---------------------- 3, 000.00 Amount required for expenditure in fiscal year ending June 30,1912, for maintenance of improvement __.._______---- ------- a 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 K 13.) 14. 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, immediately 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 opening 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 Landing. 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 a Exclusive of the balance unexpended July 1, 1910. In addition to this amount, the sum of $10,000 could be profitably expended in extending the jetty, if authorized by Congress. RIVER AND HARBOR IMPROVEMENTS. 305 180 feet. The amount expended prior to the adoption of the present project was $763,000, which includes $23,000 appropriated in 1836 and 1852. The project under which the improvement is now being carried on was adopted July 5, 1884. It provides 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 $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, 1910, was $1,882,490.03, of which $60,520.93, 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 esti- mated; 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 site of the proposed new 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 Rock- landing 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, with a depth of about 17 feet. The work of maintenance during the year consisted in redredging parts of the channel between Jetty 41 and Jetty 49, about 21 miles below Richmond. The maximum draft that could be carried at low water on June 30, 1910, between 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: 2 feet at Fort Monroe, 1.85 feet at James- town, 3 feet at City Point, 32 feet at Dutch Gap, and 4 feet at Rich- mond. The channel length of the James River from Hampton Roads to the head of navigation at Richmond, Va., is 103.8 miles. 569320 -- NG 1910----20 306 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the available balance of funds to restoring the former depth of 18 feet to the channel in Willis, Varina, and Deep Bottom reaches; to widening the 18-foot channel for about 2,000 feet, about 3 miles below Richmond; to extending the regulation works in Kingsland, Varina, and Deep Bottom reaches, situated from 9 to 18 miles below Richmond, and to enlarging the channel in the last-named reach to its full projected width of 300 feet by 18 feet deep; also to excavating a channel 400 feet wide by 20 feet deep at mean low water on Dancing Point shoal and on Rocklanding shoal. The appropriation recommended will be applied to maintenance of improvement by dredging, also to enlarging the channel between Richmond, Va., and the mouth of the Appomattox River by dredg- ing and extending regulation works and excavating channels 400 feet wide by 20 feet deep at low water through Goose Hill flats, Swans Point shoal and Harrisons bar, for the extension of benefits. The commerce of the river for the calendar year of 1909 amounted to 265,576 short tons at Richmond, Va., and 210,889 short tons for landings below, or an aggregate of 476,465 tons, an increase of about 1 per cent over the tonnage for 1908. The value of the freight trans- ported amounts to $32,163,423.40. The principal articles of commerce comprised coal, coal oil, cord wood, lumber, fertilizer, and brick. For the present, the river is deemed worthy of further improve- ment. The work done has been beneficial in reducing the cost of river transportation, although, on account of light competition, it has not lowered freight rates to the extent that should be expected. The municipality of Richmond has acquired land along the city's river front, and proposes, in the near future, to construct wharves, with a view to attracting shipping to Richmond and encouraging competition. Reports on examinations and surveys are found in Senate Execu- tive Document No. 1, Thirty-third Congress, first session, Part 2 1853, page 389, and in Annual Reports of the Chief of Engineers of 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, 1909, balance unexpended---------------------------$93, 799. 37 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------- ----------------- 250, 000. 00 343, 799. 37 June 30, 1910, amount expended during fiscal year: For works of improvement ------------------ $80, 735. 83 For maintenance of improvement -------------- 2, 721. 07 83, 456. 90 July 1, 1910, balance unexpended ----- 260, 342. 47 July 1, 1910, outstanding liabilities--- .... 1, 275. 00 July 1, 1910, balance available--..............--.------. 259, 067. 47 RIVER AND HARBOR IMPROVEMENTS. 307 July 1, 1910, amount covered by uncompleted contracts-.....-.. $9, 067. 47 Amount (estimated) required for completion of existing project__a3, 292, 631. 58 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-_____- a150, 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 14.) 15. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of schooner Emily Washington in the har- bor of Alexandria, Va.-This wreck was reported on January 8, 1910, and was found, by examination then made, to be a serious ob- struction to navigation. The removal was accomplished by hired plant and labor between February 2 and 16, at a total expenditure of $705.67. (b) Wreck of schooner Geo. W. Krebs at the mouth lof St. Jeromes Creek, Maryland.-This wreck, reported on December 7, 1909, was found, by examination, not to constitute a serious obstruction to navigation, and was not removed. The cost of examination was $75. (c) Wreck of bugeye in Locklies Creek, Virginia.-This wreck, reported on April 19, 1910, was found, by examination, not to con- stitute a serious obstruction to navigation, and was not removed. The cost of examination was $40. (d) Submerged obstruction at Kettle Bottom shoals, Potomac River, Maryland.-Under date of April 26, 1910, a submerged object was reported to have been encountered by a naval vessel while cross- ing Kettle Bottom shoals. No obstruction other than " oyster lumps " was found in the vicinity when examination was made. It is believed that the U. S. S. Dolphin struck one of these oyster lumps. The district officer's report (Appendix K 15 to this report), to which attention is invited, describes existing conditions. The mat- ter of encouraging the use of the " deep ship channel " (24 feet) by the establishment of fixed range lights has been referred to the De- partment of Commerce and Labor for consideration. The cost of examination was $250. (e) Wreck of sloop at mouth of Skiff Creek, Virginia, a tributary of James River, Virginia.-This wreck was complained of May 4, 1910. An examination was made on June 20, 1910, and reported as not constituting an obstruction to navigation, as the depth of water over the wreck was 7 feet, while the ruling depth on the bar in James River in front of the creek's mouth is but 21 feet. The cost of examination amounted to $21.97. The total expenditures during the year for removal of wrecks in this district was $1,092.64. (See Appendix K 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, of the following localities within this district were duly submitted by the district officer. They * Exclusive of the balance unexpended July 1, 1910. 308 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. Preliminaryexamination of Mattaponi River, Virginia.-Report dated July 29, 1909, is printed in House Document No. 311, Sixty- first Congress, second session. This stream is not considered worthy of improvement further than that contemplated by existing project. 2. Preliminaryexamination and survey of Dymers Creek, Virginia, with a view to increasingthe depth over the bar at the entrance to 15 feet.-Reports dated May 13 and September 20, 1909, respectively, are printed in House Document No. 325, Sixty-first Congress, second ses- sion. A plan for improvement at an estimated cost of $9,000 is presented. 3. Preliminaryexamination of Mattox Creek, Virginia, with a view to increasing the depth over the bar at or near its mouth.-Report dated May 13, 1909, is printed in House Document No. 361, Sixty- first Congress, second session. This stream is not considered worthy of improvement by the General Government in the manner indicated. 4. Preliminary examination and survey of Totuskey River, Vir- ginia, from deep water in Rappahannock River to the bridge, about 5 miles above its mouth.-Reports dated May 10, 1909, and January 7, 1910, respectively, are printed in House Document No. 830, Sixty- first Congress, second session. It is considered inadvisable for the General Government to undertake the improvement of this stream. IMPROVEMENT OF RIVERS AND HARBORS IN THE NORFOLK, VIR- GINIA, DISTRICT. This district was in the charge of Lieut. Col. Mason M. Patrick, Corps of Engineers. Division engineer, Col. Dan C. Kingman, Corps of Engineers. 1. Harbor at Norfolk, Va.-(a) General improvement.--In its original condition the main channel of this harbor was at mean low water navigable by vessels of 20 feet draft as 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 attainment 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 distance of about 10 miles, a branch channel 22 feet deep at the same stage of the tide, to the Campostella bridge on the Eastern Branch, a distance of about 1 mile, 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, RIVER AND HARBOR IMPROVEMENTS. 309 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, under which the first appro- priation for work was made August 14, 1876. To June 30, 1910, there had been expended on this existing project $1,669,868.63, of which sum $51,058.16 was for work of maintenance. The sum of $38.21 has been derived from the sale of property and blueprints. The amount expended during the fiscal year was for office expenses. On June 30, 1910, 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 completion has been increased by $5,000. On June 30, 1910, 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 Roads the distance by the main river is about 9 miles. For the calendar year 1909, the water-borne shipments aggregated 10,972,999 short tons; value not known. The chief products handled are coal, cotton, fertilizer, forest and agricultural products. The im- provement has made Norfolk an important shipping point for bituminous coal from the West Virginia fields, and a new railroad, the Virginian, recently completed, commenced loading cargo and bunker coal at its pier on the Elizabeth River in April, 1909. It has not been found practicable to ascertain what effects, if any, the improvement has had on freight rates. 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, 1909, balance unexpended ....- ___------------__ $3. 50 Received from sales_ ___-----_ ------------------------ 13. 50 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 10, 017. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_--------------- ---------------------------- 6. 00 July 1, 1910, balance unexpended_---------------------------- 10, 011. 00 310 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Hospital Point.-The land of this point is the property of the United States, and 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. The project for this work, adopted June 13, 1902, required the cut- ting 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 for a total distance of about 1 mile. The depth to be secured in the dredging was to be the same as that of the harbor--25 feet at mean low water. The estimated cost of the work was $193,957, all of which has been appropriated. On June 30, 1910, the expenditures had amounted to $193,957, and had resulted in the completion of the project. Of the amount expended, $6,392.39 was applied toward maintaining the project depth. 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. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 000. 00 July 1, 1910, balance unexpended----- ----------------------- 5, 000. 00 (c) Thirty-foot channel.-As noted in section (a) preceding, the existing 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 Lamberts Point, a distance of about 6 miles, and 800 feet from Lamberts Point to the junction of the Eastern and Southern branches of the Elizabeth River, a further distance of about 3 miles. 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, 1910, have amounted to $472,699.99. The sum of $41.15 has been received from sales. During the fiscal year dredging was carried on under the above- stated project in the sections of the channel between deep water in Hampton Roads and Bush Bluff light-ship, a distance of about 3 miles, between Bush Bluff light-ship and Lamberts Point, a distance of about 3 miles, and between Lamberts Point and the junction of the Southern and Eastern branches of the Elizabeth River, a dis- tance of about 3 miles. At the close of the fiscal year work was still in progress in the first and last-mentioned sections, the dredging of the other section having been completed. This project is in progress under a continuing-contract authoriza- tion, for which the sum of $425,000 still remains to be appropriated. RIVER AND HARBOR IMPROVEMENTS. 1I On June 30, 1910, the project was about 68 per cent completed. The work accomplished consisted in the removal of the shoals at the mouth of the Eastern Branch and the excavation of the new 30-foot channel between Pinner Point and Bush Bluff light, a distance of about 4 miles, and its partial excavation between deep water in Hampton Roads and Bush Bluff light-ship, a distance of about 3 miles, and between Pinner Point and the junction of the Eastern and Southern branches of the Elizabeth River, a distance of about 1 mile. Work on the new 30-foot channel has not yet progressed sufficiently to determine its effect upon commerce. Vessels have recently de- parted at high tide drawing 31 feet. The statements contained in section (a) preceding, regarding the character and volume of commerce, tidal range, and state of naviga- bility of the channel apply to this section also. On June 30, 1910, vessels of 30 feet draft could proceed to a point about 8 miles from deep water in Hampton Roads. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1912, will be applied to dredging under the ex- isting project for the purpose of making the improvement available. Reports, with maps, upon examinations of this improvement will be found in House Documents Nos. 373 and 381, Fifty-ninth Congress, first session. July 1, 1909, balance unexpended_ ------------- ------ $345, 734. 53 Received from sales------- ------------------------ 25. 00 Amount appropriated by qundry civil act approved June 25, 1910__ 100, 000. 00 445, 759. 53 June 30, 1910, amount expended during fiscal year, for works of im- provement ------------------------------------------ 211, 418. 37 July 1, 1910, balance unexpended---------------------------234, 341. 16 July 1, 1910, outstanding liabilities 25, 814. 94 July 1, 1910, balance available __------------------ ----- 208, 526.22 July 1, 1910, amount covered by uncompleted contracts __---_ 210, 049. 05 Amount (estimated) required for completion of existing project__ a 425, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ________--____________- a 100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (d) Anchorage at and near Lamberts Point.-The oblong area to be improved for anchorage has a minimum depth of 20 feet at mean low water, and lies between the old and new channels of Norfolk Harbor, the south end of the area being about 750 feet off the north coal pier of the Norfolk and Western Railway; the north end of the area is about 3,400 feet from that point. The project adopted by the river and harbor act of June 25, 1910, contemplates excavation over an area of about 22 acres abreast of and north of Lamberts Point, Norfolk Harbor, Virginia, to a depth of 30 feet at mean low water, at a cost of $30,000, to increase the space for anchorage, in accordance with report printed in House Document No. 551, Sixty-first Congress, second session. a Exclusive of the balance unexpended July 1, 1910. 312 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On June 30, 1910, no work had been done or expenditures made under the adopted project. The amount recently appropriated will, it is believed, be sufficient to complete the work projected, and no maintenance work will prob- ably be required. The statements in section (a) 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. Reports, with map, upon an examination and survey of this locality are printed in House Document No. 551, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25,1910_ $30, 000. 00 July 1, 1910. balance unexpended -------------------------- 30, 000. 00 (See Appendix L 1.) 2. Harbor at Norfolk and the approaches thereto and the channel to Newport News.-(a) Harbor at Norfolk and the approaches thereto.-For the original conditions, date of original project, its modifications, the scope of the improvement, and the amount ex- pended thereunder, see sections (a), (b), (c), and (d) of the current summary upon harbor at Norfolk, Va. The project for improvement adopted by the river and harbor act of June 25, 1910, contemplates dredging a channel 400 feet wide and 35 feet deep at mean low water from deep water in Hampton Roads to the navy-yard at Portsmouth, Va., a distance of about 11 miles, at an estimated cost of $800,000, in accordance with plan printed in House Document No. 551, Sixty-first Congress, second session. No work had been done or expenditures made to June 30, 1910, under this project. The statements contained in section (c) of the current summary upon harbor at Norfolk, Va., regarding the character and volume of commerce, tidal range, and state of navigability also apply to this improvement. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1912, will be applied to dredging for the pur- pose of continuing the improvement. Reports upon an examination and survey of this improvement are printed in House Document No. 551, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910------------------ ------------- ----- $150, 000. 00 July 1, 1910, balance unexpended______--- - ________---------_ 150, 000. 00 Amount (estimated) required for completion of existing project___ a 650, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement___________________________ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Exclusive of the balance unexpended July 1, 1910. bSee consolidated money statement on page 316. RIVER AND HARBOR IMPROVEMENTS. 818 (b) Thimble shoal.-This shoal extends from a point about 11 miles eastward of Thimble Shoal light-house, Chesapeake Bay, in a southeast direction, toward the entrance to the bay from the ocean. It is about 5 miles long, with a minimum depth of 30 feet at mean low water. The channel of this shoal has not heretofore been improved. The existing project for the improvement, adopted by the river and harbor act of June 25, 1910, provides for dredging a channel about 5 miles long, 500 feet wide, and 35 feet deep at mean low water, at an estimated cost of $660,000, in accordance with report printed in House Document No. 551, Sixty-first Congress, second session. No work had been done or expenditures made to June 30, 1910, under the existing project. The commerce passing to and from the ocean between the Virginia capes, bound to and from Norfolk, Va., Newport News, Va., and points on the James River, Virginia, and its tributaries, goes by way of Thimble shoal. This traffic is extensive. The portion of it which passes the capes to the ocean has not been ascertained for any period. For details as to the commerce of Norfolk, Va., and Newport News, Va., see the current summaries, Nos. 1 and 4; also as to heads of navigation, etc. On June 30, 1910, a vessel drawing 30 feet could pass through Thimble shoal at mean low water. The range of the tide is 2.5 feet. The amount recommended for appropriation for the fiscal year ending June 30, 1912, will be applied to dredging for the purpose of continuing the improvement. Reports upon an examination and survey of this improvement are printed in House Document No. 551, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 _------------ ----------------------------------- $235, 000. 00 July 1, 1910, balance unexpended--------------------------- 235, 000. 00 Amount (estimated) required for completion of existing project___ a 425, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement____------------------------ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. (c) South Branch of Elizabeth River.-This river extends south- ward in a sinuous course, from its junction with the East Branch of the Elizabeth River, to the locks of the Albemarle and Chesapeake Canal at Great Bridge, Va., a distance of about 11 miles. At a point about 6 miles above the junction of the branches, Deep Creek joins the South Branch, the former continuing to the locks of the Dismal Swamp Canal, about 3 miles from the junction. The channel depth to the locks of both canals is about 10 feet at mean low water, and prior projects for the improvement of the South Branch covered the dredging of shoals north of the locks at Great Bridge for a distance of about 5 miles under a project for the improvement of the rivers, sound, and bay, forming, in conjunction with the land cuts of the Albemarle and Chesapeake Canal, an inland waterway to Albemarle Sound, North Carolina, and dredging channels first to 25, and after- wards to 28 feet in depth at mean low water, and 450 feet wide to the a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on.page 316. 314 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. navy-yard, about 1l miles above the mouth, under appropriations for improving the harbor at Norfolk, Va. A project recently adopted contemplates a channel 400 feet wide and 35 feet deep at mean low water in this last-named section of the branch. In the lower reaches of the South Branch, the existing channel from the mouth to the Belt Line Railway bridge, about 11 miles above, is nowhere less than 25 feet deep at mean low water; from this bridge, for about 1 miles upstream, there is a channel depth of about 18 feet at mean low water, and thence to the Norfolk and Western Railway bridge, about 2 miles farther, a channel depth of about 12 feet deep at mean low water. Above the Belt Line Railway bridge the channel at many places is very narrow and for its entire length very tortuous. No money has been expended by the United States on the portion of the river to be improved under the recently adopted project. The project of improvement, adopted by the river and harbor act of June 25, 1910, is to provide, by dredging, a channel from the Belt Line Railway bridge to a point about 12 miles above, 300 feet wide and 25 feet deep at mean low water, and thence to the Norfolk and Western Railway bridge, a further distance of about 2 miles, 200 feet wide and 22 feet deep at mean low water, at an estimated cost, including the easing of abrupt turns, of $222,500, in accordance with plan printed in House Document No. 551, Sixty-first Congress, second session. No work had been done or expenditures made under the above- stated project on June 30, 1910. On June 30, 1910, a draft of about 12 feet could be carried at mean low water over the stretch of the river between the Belt Line Railway and Norfolk and Western Railway bridges. This river, in connection with private canals and the inland water routes to Albemarle Sound, North Carolina, is the northern outlet to Chesapeake Bay and Hamp- ton Roads and their tributaries of sounds, bays, and rivers in north- eastern North Carolina. The distance from Norfolk by either of the canal routes to Albemarle Sound is about 67 miles, and the depth available in each is about 9 feet at mean low water. The commerce of the river over the distance covered by the project amounted to about 646,253 short tons in the calendar year 1908, valued at $5,942,855. In the calendar year 1909 it is reported at 655,834 short tons, valued at $5,465,168. The articles transported are forest prod- ucts, iron, chemicals, oil, and fertilizer. In addition to the tonnage stated, the traffic by way of the two inland waters, which passes through the river channel, in the calendar year 1909, aggregated 554,902 short tons. It has not been possible to ascertain the effect the improvement will have on freight rates. Its completion, however, will enable ship- pers to load and unload vessels alongside their wharves. On account of insufficient channel depth they are now forced to lighter much of the cargoes of incoming and outgoing vessels, which must be anchored, in some cases, at least 4 miles from the wharves. The discontinuance of the necessity for lightering will decrease the cost of loading and unloading vessels. The amount recommended to be appropriated for the fiscal year ending June 30, 1912, will be applied to dredging for the purpose of completing the improvement as contemplated. RIVER AND HARBOR IMPROVEMENTS. 315 Reports upon examinations and surveys of this locality are printed as House Documents No. 373, Fifty-ninth Congress, first ses- sion, and No. 551, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------- $100, 000. 00 July 1, 1910, balance unexpended --------------------------- 100, 000. 00 Amount (estimated) required for completion of existing project___ a122, 500.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement____________________________ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. (d) The channel to Newport News.-Before any improvement was made of this locality, vessels of 25 feet draft could proceed to New- port News at mean low water. Under a project adopted June 13, 1902, a channel 500 feet wide and 30 feet deep at mean low water was dredged south of Middle Ground light, in Hampton Roads, Vir- ginia, through the shoal known as " Middle Ground bar," the sum of $225,000 having been appropriated and expended therefor. In addition, $12,500 have been applied to maintaining the dredged channel. The project adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 550, Sixty- first Congress, second session, and contemplates dredging a channel 400 feet wide and 35 feet deep at mean low water, for a distance of about 31 miles, through the shoal north of Middle Ground light, in Hampton Roads, Virginia, at an estimated cost of $465,000. On June 30, 1910, no work had been done or expenditures made under the above-stated project. The statements contained in the current summary for Hampton Roads, Virginia (No. 4), as to channel depth, character and volume of commerce, and tidal range, apply also to this improvement. The estimated amount required for expenditure in the fiscal year to end June 30, 1912, will be applied to dredging under the adopted project for the purpose of continuing the improvement. Reports, with maps, upon an examination and survey of the local- ity are printed as House Document No. 550, Sixty-first Congress, second session. For other details and references see the current sum- mary for Hampton Roads, Virginia (No. 4). Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ $115, 000.00 July 1, 1910, balance unexpended -------------------------- 115, 000.00 Amount (estimated) required for completion of existing project___ a350. 000. 00 Amount required for expenditure in fiscal year ending June 30, .1912, for works of improvement -------------------------- (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Exclusive of the balance unexpended July 1, 1910. b See consolidated money statement on page 316. 316 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. Amount appropriated by river and harbor act approved June 25, 1910 _---_-- ------------------------------------------ $600, 000. 00 July 1, 1910, balance unexpended_ .... _______ -__ __- 600, 000. 00 Amount (estimated) required for completion of existing project_ a 1, 547, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement___ ------------------------ _ a b 425, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix L 2.) 3. Western branch of Elizabeth River, 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 June 3, 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, 1910, the sum of $44,671.65 has been expended on improvement and $5,000 for its maintenance. The project has been completed. During the fiscal year the expenditures were for dredging in main- taining project depth. A draft of 20 feet at mean low water can be carried in the im- proved channel, which is about 1 mile in length. 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, and has increased since improvement. For the calendar year 1909 it is reported to have amounted to 1,861,402 short tons, value not known. The amount required for expenditure in the fiscal year 1912 will be applied to maintaining the channel provided. It has not been found possible to ascertain what effect, if any, the improvement has had upon freight rates. For reference to list of reports on examinations of this stream, see Report of the Chief of Engineers for 1906, page 240. July 1, 1909, balance unexpended ---------------------------- $5, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------- ------- --------------- 5, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _________________________ a 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 3.) 4. Hampton Roads, Virginia.-Before improvement, 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." a Exclusive of the balance unexpended July 1, 1910. b In order that this important project may be prosecuted economically and advantageously, it is recommended that the cash appropriation of $425,000 be supplemented by a continuing-contract authorization for the additional amount required to complete the project, namely, $1,122,500. RIVER AND HARBOR IMPROVEMENTS. 317 Under an item in the act of June 13, 1902, provision was made for dredging a channel, a distance of about 4 miles, 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, 1910, $225,000 had been expended on work of im- provement and $12,500 for maintenance. The project has been completed. During the fiscal year dredging was done toward maintenance of the improved channel, shoaling having occurred on the easterly side of its northerly end. On June 30, 1910, vessels of 30 feet draft could navigate the chan- nel safely. The average tidal range is 2.5 feet. The head of navigation via this channel, which is 4 miles in length, is at Richmond, Va., on the 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 short tons. For the calendar year 1909 it is reported to have amounted to 7,691,404 short tons, value not known. 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. For reference as to reports on examinations and surveys, see Report of the Chief of Engineers for 1906, page 240, and for report upon a recent examination and survey, see House Document No. 550, Sixty- first Congress, second session. July 1, 1909, balance unexpended _________________________ $8, 927.90 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-----------------__--------- 8, 927. 90 (See Appendix L 4.) 6. 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 re- cently was adopted August 11, 1888, and called for a channel 100 feet wide from Suffolk, the head of navigation, to the Western Branch, a distance of about 7 miles, while from the latter place to Town Point, a distance of about 8 miles, its width was to vary from 200 to 400 feet. The depth to be obtained throughout was 12 feet at mean low water. This improvement was estimated to cost $152,000. 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, a distance of 15 miles, which is now deemed ample for the commerce of the stream, at an estimated cost of $50,946.61. Up to June 30, 1910, the expenditures under the project of 1888 and its modification have amounted to $40,677.11, and $14,296.60 has been applied to maintenance. The channel between Suffolk 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 modified project is about 80 per cent com- pleted. 318 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year a few logs which were sunk in the channel near Suffolk, Va., were removed by hired labor. 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, 3 miles from the mouth, and 3.8 feet at Suffolk, 18 miles above the mouth. The commerce of the stream consists principally of lumber, agri- cultural products, clay, brick, coal, and merchandise. In 1890 it is reported to have reached about 220,000 short tons. For the calendar year 1909 it is reported to have amounted to 96,251 short tons, value not known. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. The balance unexpended and the amount required for expenditure for the fiscal year ending June 30, 1912, will be applied toward main- taining the improvement. For reference to list of reports of examinations and surveys, see Report of the Chief of Engineers for 1906, page 241, and for a report upon a recent examination, House Document No. 395, Sixty-first Congress, second session. July 1, 1909, balance unexpended_____-- -___-_- - -_____- $232. 29 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 5, 000.00 5, 232. 29 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------- ------------------------- 206. 00 July 1, 1910, balance unexpended_ -__- _____-___ ___ -_ 5, 026. 29 Amount (estimated) required for completion of existing project__ a 10, 269. 50 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___- ----- ______--- a 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 L 5.) 6. Pagan River, Virginia.-Originally the shoals in this stream limited the draft of vessels to 6 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 of Smithfield, Va. By the expenditure of $10,671.01, authorized in the act of March 3, 1905, a channel 40 feet wide and 10 feet deep at mean low water was made available. The present project adopted by the river and harbor act of June 25, 1910, provides for widening the channel at Smithfield and at a bend one-half mile below Smithfield, and for dredging off the points of abrupt bends in the existing channel farther downstream, at a cost of $4,600, with $1,000 annually for maintenance, in accordance with plan printed in House Document No. 397, Sixtieth Congress, first session. No work had been done under the latter project on June 30, 1910, nor expenditures made thereunder. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 319 There is now a navigable channel about 40 feet wide and 10 feet in depth at mean low water from the 10-foot contour in the James River, Virginia, to Smithfield, Va., a distance of about 9 miles. The head of navigation is about 3 miles above the latter point. 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 short 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 1909 it is re- ported to have amounted to 84,424 short tons, value not known. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. There is no rail route to points below the head of navigation. 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; also in House Document No. 397, Sixtieth Congress, first session. Amount appropriated by river and harbor act approved June 25,1.910_ $4, 600. 00 July 1, 1910, balance unexpended .. . -------- ...... 4, 600. 00 (See Appendix L 6.) 7. Appomattox River, Virginia.-(a) General improvement.-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, revised in 1893, and its restoration and extension provided for by the river and harbor act of June 25, 1910. The project, as revised, covers the attainment and maintenance of a channel 80 feet wide and 12 feet deep at mean high water between Point of Rocks and Petersburg, a distance of about 7 miles. The total estimated cost of providing and maintaining this channel, as contemplated by the act of June 25, 1910, is $494,920, all of which has been appro- priated, future maintenance being estimated at $3,000 annually, in accordance with plan printed in House Document No. 952, Sixtieth Congress, first session. On June 30, 1910, the sum of $471,920 had been expended toward the improvement and the sum of $58,596.04 for maintenance. The amount reported as expended during the fiscal year was ap- plied to improving by dredging the channel between Petersburg and a point about 4 miles below and in maintaining the channel by removing shoals formed by the freshet of 1908. The project is about 96 per cent completed. At the present time the channel of the river is available at high water for vessels of about 9 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 fertilizer and miscellaneous products. In 1890 it amounted to about 20,000 short tons. It gradually increased until in 1900 and 1901 it amounted to about 150,000 short tons. Since then it has decreased, and for the calendar year 1909 it is reported to have been 38,489 short tons, valued at $630,250. 320 REPORT OF THE CHIEF OF ENGINEEIS, U. S. ARMY. It is proposed to expend the balance now available in improving the navigable channel of the river under the increased estimated cost and in maintenance. 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. For list of reports upon examinations and surveys, see page 280, Annual Report of the Chief of Engineers for 1909. July 1, 1909, balance unexpended---------------------------- $13, 474. 57 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 28, 000. 00 41, 474. 57 June 30, 1910, amount expended during fiscal year: For works of improvement--------------------- $6, 631. 24 For maintenance of improvement----------------6, 161.07 12, 792. 31 July 1, 1910, balance unexpended---------------------------- 28, 682. 26 (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 2- 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 was $200,000, but the act of March 3, 1909, authorized its increase to $260,000, and this amount has been provided. At the close of the fiscal year 1.910 the sum of $191,618. 96 had been expended, all of the land needed has been purchased, the highway and railway bridges have been built, the new cut excavated, except where rock was encountered, and the dam across the Appomattox River built to a height of 9.5 feet above diversion low water. The expendi- tures during the fiscal year were applied to payment for supervision of work done under contract and in payment of a portion of the inspection charges deducted from payments made under a former contract. The contract work performed consisted in excavation of rock, other than near piers of railroad bridge, and shaping up levee, but no payment therefor has been made. 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 and maintaining the works. 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. For list of reports upon examinations and surveys, see page 281, Annual Report of the Chief of Engineers for 1909. RIVER AND HARBOR IMPROVEMENTS. 321 July 1, 1909, balance unexpended_------- --- _----------- - $13, 800. 12 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------ 5, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910 ... 60, 000. 00 78, 800. 12 June 30, 1910, amount expended during fiscal year, for works of im- provement -- ------------------------------------------- 5, 419. 08 July 1, 1910, balance unexpended__---------------------------- 73, 381.04 July 1, 1910, outstanding liabilities____--------------------------__ 8, 669. 50 July 1, 1910, balance available___------ ------- ___ - 64, 711. 54 July 1, 1910, amount covered by uncompleted contracts ..------------ 45, 480. 50 (See Appendix L 7.) 8. 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 14 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, 1910, amounted to $119,143.84, and resulted in the dredging and redredging of the inner harbor to the proper depth and the excavation of channels of the required dimen- sions through the inlet and bar 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. Of the amount expended, $13,360.16 was applied to maintenance. The project is about 85 per cent completed. The sum of $250 has been received on account of the annulment of a contract and the extra cost of doing the work. On June 30, 1910, 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 short tons. For the calendar year 1909 it is reported to have amounted to 2,355,984 short tons. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. The available balance will be applied to dredging under the adopted project, and in maintaining the improvement for the benefit of exist- ing commerce. For more extended information, see Annual Report of the Chief of Engineers for 1890, page 975. 56932°--ENe 1910----21 822 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended --------------------------- - $5, 966. 29 Received by annulment of contract__ ___-_________ __-- _ _____ 250.00 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------- ------------------- 20, 000. 00 26, 216. 29 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------------ 110. 13 July 1, 1910, balance unexpended .... -______-_---------__ 26, 106. 16 Amount (estimated) required for completion of existing project____ a 10, 700. 16 (See Appendix L 8.) 9. Onancock River, Virginia.-Before improvement the channel depth was 4 feet at mean low water at the head of navigation, about 5 miles from the mouth, and 5 feet at mean low water across the bar at the mouth of the river. Under projects adopted in 1879 and 1890, a channel 1(9 feet wide and 7 feet deep at mean low water was dredged through the mud flats near the wharves of Onancock, and channels 300 feet wide and 200 feet wide and 8 feet deep at mean low water were dredged through the outer and inner bars. The expenditures aggregated $20,511. The channel across the outer bar has since shoaled to 7 feet at mean low water; the inner bar channel has not deteriorated appreciably, but the channel in the river proper is narrow and tortuous, and where it was dredged there has been some shoaling. The present project, adopted by the river and harbor act of June 25, 1910, is to dredge a channel 200 feet wide and 8 feet deep at mean low water across the outer bar, a distance of about 1,000 feet, and to straighten the river channel by cutting off projecting shoals to a depth of 7 feet at mean, low water, at an estimated cost of $13,500, with annual maintenance of $1,000 after completion, in accordance with report printed in House Document No. 652, Sixtieth Congress, first session. To June 30, 1910, no expenditures had been made or work done under the present project. The head of navigation is at Onancock, Va., about 5 miles above the mouth, and vessels of 7 feet draft could proceed to that place at mean low water on June 30, 1910. The rise and fall of the tide is about 2 feet. For the calendar year 1892 the commerce was reported at 44,009 short tons, valued at $1,405,460. For the calendar year 1909 it is reported at 47,119 short tons, valued at $2,903,130. It is not known what effect the completion of the adopted project will have on freight rates. The balance unexpended June 30, 1910, is considered sufficient to complete the work contemplated. For more extended information, see pages, 77, 510, and 716, et seq., Part I, annual report for 1879. For reports upon examinations and surveys, see House Document No. 68, Forty-fifth Congress, third session, House Document No. 83, Fifty-first Congress, first session, and House Document No. 652, Sixtieth Congress, first session. Amount appropriated by river and harbor act approved June 25, 1910_ $13, 500. 00 July 1, 1910, balance unexpended _-------------------------- 13, 500. 00 (See Appendix L 9.) a Exclusive of the balance unexpended July 1, 110. RIVER AND HARBOR IMPROVEMENTS. 323 10. 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 draft which could be carried through this waterway at the time of the adoption of the project for improvement was limited to 22 feet at mean low water, owing to the deterioration of the Dismal Swamp Canal, which originally had a depth of about 6 feet. The project, adopted March 3, 1899, provides for the dredging of channels in Deep Creek, 3 miles long, Turners Cut, 3.8 miles long, through a shoal in the Pasquotank River near Ship Yard bar, 1,800 feet long, and through a bar in Croatan Sound near Croatan light, 1,200 feet long. 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, 1910, the sum of $251,196.46 had been expended on the project and $10,765.90 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 expenses of inspections of the water route made from time to time, and dredging in Deep Creek, Virginia. The available funds will be applied toward removal of obstructions and toward dredging for the purpose of maintaining the improve- ment. On June 30, 1910, vessels drawing 10 feet of water can at mean low water navigate through all sections of the route which have been improved by the United States. The canal which extends from Deep Creek to South Mills is maintained at the expense of a private cor- poration, which tries to keep it available for vessels of 10 feet draft, but on June 30, 1910, 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 improvement, and there the rise and fall averages 3 feet. In the other sections 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 1909 is reported to have amounted to 361,665 short tons, valued at $5,670,070. 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, 1909, balance unexpended------------------------------- $2, 582. 63 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 7, 582. 63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------- -- - 1, 674. 99 July 1, 1910, balance unexpended----.--.---- ---- ...--- 5,907.64 (See Appendix L 10.) 324 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. Inland water route from Norfolk Harbor, Virginia, to Albe- maile Sound, North Carolina, through Currituck Sound.-This route extends from Norfolk, Va., to Albemarle Sound, via the Southern Branch of the Elizabeth River, 11 miles long; Albemarle and Chesa- peake Canal, 9 miles long; North Landing River, 17 miles long; Cur- rituck Sound, 10.5 miles long; Coanjock Bay, 24 miles long; North Carolina Cut, 2.8 miles long; and North River, 13 miles long. 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 expended. 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, 1910, the sum of $61,987.64 has been expended upon improvement and $35,076.79 upon main- tenance. The expenditures during the fiscal year were applied to mainte- nance, which consisted in keeping the waterway clear of sunken obstructions. The amount required for expenditure for the fiscal year ending June 30, 1912, will be applied in maintaining the improvement by keeping the various channels clear of logs, snags, and similar obstruc- tions, and in redredging channels where deterioration has occurred. The channels through the various portions of the route have a depth of about 9 feet at mean low water. The draft of vessels which can pass through the route at mean low water on June 30, 1910, 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 depres- sion 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 short tons. Since that time it has de- creased considerably, and for the calendar year 1909 it amounted to 195,237 short tons; value not known. The principal items of ship- ment consists of coal, fertilizer, produce, 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. RIVER AND ARBO1R IMPROVEMENTS. 325 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, 1909, balance unexpended---------------------------- $1, 849, 06 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------- --------------------- 5, 000. 00 6, 849. 06 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------ ---------------- 1, 842. 49 July 1, 1910, balance unexpended ----------------------------- 5, 006. 57 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _ a 2, 000. 00 _------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897, of section 7 of the river and harbor act of 1899. See Appendix L 11.) 12. Perquinans River, North Carolina.---Before work was begun navigation was obstructed by numerous stumps just below the town of Hertford, 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 9 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. The existing project, adopted by Congress March 3, 1905, was to provide a channel 1,000 feet long, 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, 1910, $11,250 had been expended, and all the work contemplated has been completed. The expenditures in the fiscal year 1910 were for office expenses. On June 30, 1910, vessels drawing 9 feet can, at mean low water, reach the town of Hertford, 11 miles from the mouth of the river. 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 short tons, and for the calendar year 1909 it is reported to have amounted to 27,383 short tons, valued at $552,250. The principal items of freight transported were lumber, fertilizer, cotton, and cotton seed. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. * Exclusive of the balance unexpended July 1, 1910. 826 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For references as to examinations and surveys, see page 248, Annual Report of the Chief of Engineers for 1906. July 1, 1909, balance unexpended---------------------------------- $81. 94 June 30, 1910, amount expended during fiscal year, for works of im- provement ----------------------------------------------------- 81. 94 (See Appendix L 12.) 13. Blacklwater 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. Opera- tions ceased in 1884, from which time no work was done upon the river to 1908. 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, 1910, there had been expended $2,144.33 on the existing project, which is completed, and $1,233.33 has been expended for maintenance. During the fiscal year the expenditures were for repair and care of United States plant. The available balance will be ex- pended in maintaining the improvement as may be found necessary from time to time. The sum of $15 has been received from sales. On June 30, 1910, 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 1908 the commerce amounted to 5,390 short tons, valued at $862,400, and for 1909 it is reported at 5,413 short tons, valued at $866,080. The principal items consisted of agricultural products, lumber, 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. July 1, 1909, balance unrexpended-------------------------------$4, 882. 41 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------------------------------------------------- 245. 07 July 1, 1910, balance unexpended--------------------------------- 4, 637.34 (See Appendix L 13.) 14. Melerrin River, North Carolina.-In its 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., a distance of about 11 miles. The channel 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 RIVER AND HARBOR IMPROVEMENTS. 327 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, 1910, there had been expended on the existing project $1,932.88, which is completed. The sum expended for maintenance is $1,609.58. During the present fiscal year the expenditures were for repair and care of United States plant. It is proposed to expend the available balance in maintaining the improvement as may be found necessary from time to time. The sum of $10 has been received from sales. On June 30, 1910, 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 1908 the commerce of the river aggregated 8,690 short tons, valued at $1,086,700, and for 1909 it is reported at 14,802 short tons, valued at $1,125,260. The principal items of shipment are timber, farm 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 Engi- neers for 1882, page 1114, and report of examination printed in House Document No. 137, Fifty-ninth Congress, first session. July 1, 1909, balance unexpended_ -------------------------------- $2, 664. 70 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-----------------------------------------------197. 16 July 1, 1910, balance unexpended--- ......--- ______ 2,467. 54 (See Appendix L 14.) 15. Roanoke 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. The expenditures to June 30, 1910, amounted to $240,456.23, of which amount $12,020.61 has been expended in maintenance, and $1,361.50 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, a distance of 67 miles. On June 30, 1910, vessels drawing 81 feet could go as far as Hamil- ton, 62 miles from the mouth, and beyond that point, to within a short distance of Weldon, which is 129 miles above the mouth, 4 .feet could be carried at mean low water. A bar is forming at the mouth 328 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 expenditures during the fiscal year were for repair and care of United States plant. 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 short tons. Since then it has decreased, and for the calendar year 1909 it was reported at 68,113 short tons, valued at $1,383,905. The principal items of shipment are timber, fertilizer, and farm products. 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 balance available will be applied in maintaining the improve- ment by keeping the channel clear of logs, snags, and similar obstructions. For reference to reports of examinations and surveys, see Report of the Chief of Engineers for 1906, page 249. July 1, 1909, balance unexpended_------------------------- $2, 349. 58 Received from sales----------------------------------------- 6. 50 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 5, 000. 00 7, 356. 08 June 30, 1910, amount expended during fiscal year for maintenance of improvement ------------------------------------- 450. 81 July 1, 1910, balance unexpended--------------_..------------ - 6, 905. 27 Amount (estimated) required for completion of existing project.... a41,925. 88 (See Appendix L 15.) 16. Removing sunken vessels or craft obstructing or endangering navigation--(a) Wreck of Wm. Henry.-This schooner sunk off the south beach at Fort Monroe, Va. Its removal was authorized July 15, 1909. The wreck was destroyed during the month of August, 1909, at a cost of $592.16. (b) Wreck of sloop Lucy.-This sloop sunk in Pagan River, off Battery Park, Va. Its removal was authorized September 21, 1909, and the vessel was hauled out and destroyed in the latter part of that month. The cost of the work was $147.75. (c) Wreck of John J. McNally.-This barge sunk through col- lision in the Sewall Point section of the Norfolk Harbor, Virginia, channel. Its removal was authorized January 22, 1910. The wreck was removed in February, 1910, at a cost of $2,558.96. (See Appendix L 16.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, of the following localities a'Exclusive of the balance unexpended July 1, 1910. BIVER AND HARBOR IMPROVEMENTS. . 829 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 Pasquotank River up to Elizabeth City, N. C., with a view to providing a channel to conform to the depth of the authorized waterway to connect the waters of Pamlico Sound with the ocean at Beaufort.-Report dated May 6, 1909, is printed in House Document No. 391, Sixty-first Congress, second session. The project for the said waterway provides for a depth of 10 feet, and as the existing channel in Pasquotank River up to Eliza- beth City is nowhere less than 101 feet in depth, further report and recommendation are regarded as unnecessary. 2. Preliminary examination of Nansemond River, Virginia, from Hampton Roads to Suffolk, etc.-Report dated June 23, 1909, is printed in House Document No. 395, Sixty-first Congress, second session. The river is not considered worthy of further improvement by the General Government in the manner proposed. . 3. Preliminaryexamination and survey of channel across Newport News Middle Ground bar, with a view to obtaining a depth of 35 feet and suitable width between Old Point and Newport News, Va.- Reports dated June 23 and December 7, 1909, respectively, are printed in House Document No. 550, Sixty-first Congress, second session. Three plans of improvement are presented, but plan No. 3, estimated to cost $465,000, is considered worthy of being under- taken by the General Government. 4. Preliminary examination and survey of Norfolk Harbor, Vir- ginia, and the approaches thereto, with a view to obtaining a depth of 35 feet and suitable width, etc.-Reports dated June 18 and De- cember 7, 1909, respectively, are printed in House Document No. 551, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $1,712,500 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, Col. Dan C. Kingman, Corps of Engineers. 1. Scuppernong River, North Carolina.-From the 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 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. 830 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Expended prior to 1902 on previous project-------------------- $8, 000. 00 Expended on present project up to June 30, 1910: For improvement---------------------------$13, 248. 68 For maintenance6------------------------------ , 501.32 19, 750. 00 Total --------------------------------------------- 27, 750. 00 Received from rents, $250. The expenditures during the year were $4,248.68, of which $1,748.68 was for improvement, and $2,500 for maintenance. The work con- sisted of dredging by government plant and hired labor, and re- sulted in the completion of the project and restoring deteriorated por- tions of the channel to project width and depth. At the close of the fiscal year 1910, the conditions so far as known are a channel 9 feet deep at mean low water, 150 feet wide, 3,400 feet long 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. 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 1909 amounted to 20,556 short tons, valued at approximately $556,401, an increase of 8,041 tons over last year. This commerce consisted principally of lumber, cotton, fertilizers, general merchandise, and farm products. The large increase in ton- nage over last year was due principally to the establishment of a new sawmill above Columbia. The improvement has the effect of keeping down freight rates to Columbia and other points on the stream. It is proposed to apply the available funds to maintenance. July 1, 1909, balance unexpended-------------- -- 998. 68 $------------3, Amount appropriated by river and harbor act approved June 25, 1910 - _- __-- -- _ ---- - -- ----- 2, 500. 00 Amount received for rent of plant----------------------------- 250. 00 6, 748. 68 June 30, 1910, amount expended during fiscal year: For works of improvement__---------------------- $1, 748. 68 For maintenance of improvement------------------ 2, 500. 00 4, 248. 68 July 1, 1910, balance unexpended--------------------- -------- 2, 500. 00 (See Appendix M 1.) 2. Shallowbag Bay, North Carolina.-About 5 feet is the maximum draft that can be carried into the bay at mean low water. A bar exists at the entrance over which the depth is 5 feet. Inside the bay there are two pockets whose average depth is a little more than 7 feet. From the entrance out into Roanoke Sound, the depth increases to 8j to 9 feet. The town of Manteo is at the head of the bay, about 2 miles from the entrance. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1910, provides for securing a RIVER AND HARBOR IMPROVEMENTS. 331" channel by dredging, 100 feet wide, and 6 feet deep from the entrance of the bay to the wharves at Manteo, at an estimated cost of $13,750, with $2,000 annually for maintenance after completion, in accordance with plan printed in House Document No. 906, Sixtieth Congress, first session. No expenditures were made up to June 30, 1910, and no work was done. The bay is nontidal. Variations in water level due to winds seldom exceed 1 or 2 feet higher or lower than the mean stage. No commercial statistics were collected during the year. References: See House Document No. 906, Sixtieth Congress, first session. Amount appropriated by river and harbor act approved June 25, 1910__ $13, 750 July 1, 1910, balance unexpended_ ------------------------- - 13, 750 (See Appendix M 2.) 3. Fishing Creek, 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, 1910, for main- tenance, $2,534.90. No work was done during the year. 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 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 navi- gate 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 1909 amounted to 2,300 short tons, valued at $22,600, showing a gain over that for 1908 of 606 tons. It consisted principally of cotton seed, cotton-seed meal, fertilizers, timber, 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 wagons. References: Annual Reports for 1890, page 1179; 1893, page 1377; 1900, page 1796; 1905, page 1203. 832 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the appropriation by the river and harbor act of June 25, 1910, to the maintenance of the natural channel as far as Beach swamp. Amount appropriated by river and harbor act approved June 25, 1910_ $1, 500. 00 July 1, 1910, balance unexpended- _----_--_------------- -- 1, 500. 00 (See Appendix M 3.) 4. Waterway connecting Swan QuarterBay with Deep Bay, North Carolina.-Length,0.6 of a mile; width, 25 to 150 feet; depth, 2 to 7 feet. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1910, contemplates securing a channel, by dredging, 5,500 feet long, 50 feet wide at the bottom, and 6 feet deep at mean low water, at an estimated cost of $14,575, with $900 annually for maintenance, in accordance with plan printed in House Document No. 445, Sixtieth Congress, first session. No expenditures were made up to June 30, 1910, and no work was done. Lunar tides are very small, the variations in water level being due to the wind. No commercial statistics were collected during the past calendar year. References: See House Document No. 445, Sixtieth Congress, first session. Amount appropriated by river and harbor act approved June 25, 1910_ $14, 575. 00 July 1, 1910, balance unexpended----------------------------_ 14, 575. 00 (See Appendix M 4.) 5. Pamlico and Tar rivers, North Carolina.--(Oneriver, called the Pamlico below Washington, N. C., and 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, RIVER AND HARBOR IMPROVEMENTS. 333 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 secure a channel 100 feet wide and 9 feet deep at mean low water to Washing- ton; 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 Tarboro; 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. Expended prior to 1876 on previous projects-------------------$15, 000. 00 Expended on present project to June 30, 1910: For improvement - ------------------------ $149, 875.33 For maintenance--....------------------------- 28, 485. 42 178, 360. 75 Total ------- _ ------------------ ---------------- 193, 360. 75 The expenditures during the year were $5,000, all for maintenance. The work consisted of snagging operations in the channel. The project of 1875, with its various modifications, is completed, and at the beginning of the fiscal year there was a channel to Wash- ington 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, which is in good condition except for a small amount of snagging required. The dredged cuts below and above Washington have slightly deteri- orated during the year. Above Greenville the river was snagged during the year, the worst obstructions having been removed, but it 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 1909 amounted to 310,542 short tons, valued at approximately $5,560,166 (a decrease .as compared with 334 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1908 of 42,887 tons). It is not believed, however, that there was much falling off in tonnage, but that the figures for last year were estimated too high, owing to the difficulty in collecting statistics. An abnormally low water in the upper river caused some tonnage to be diverted from the river and carried by railroad. It consisted princi- pally of cotton, cotton-seed products, grain, potatoes, wood, timber, lumber, fertilizer, and general merchandise. 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, 1909, balance unexpended_------------------------------- $5, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 10, 000. 00 June 30, 1910, amount expended during the fiscal year, for main- tenance of improvement ...........- _____---- -- -___ 5, 000. 00 July 1, 1910, balance unexpended_- ----- _____ -________ - -5, 000. 00 I Amount required for expenditure in fiscal year ending June 30, 1912, a5, 000. 00 I for maintenance of improvement____________________________ 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. Bay River, North Carolina.--A 10-foot channel exists at present from its mouth for a distance of 11 miles. From the head of the 10-foot channel to Bayboro, 6 miles above, the channel is obstructed by several shoals over which about 6 to 7 feet can be carried at ordi- nary stages of the water. The upper portion is partially obstructed by mud flats. The stream is 3 miles wide at its mouth, which is unobstructed by bars. The width gradually decreases to about 80 to 100 feet at Bay- boro. The town of Vandemere is 10 miles from the mouth of the river; Stonewall, 15 miles; and Bayboro, 17 miles. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1910, contemplates dredging a channel 150 feet wide and 10 feet deep at mean low water through the shoals from a point 3,500 feet below Stonewall to deep water; to widen places where the existing 10-foot channel does not equal that width to the same width, and from the above-mentioned point to Bayboro to dredge a channel 100 feet wide and 10 feet deep at mean low water, at an estimated cost of $21,000, with $1,000 annually for maintenance, in accordance with report printed in House Document No. 583, Sixty-first Congress, second session. No expenditures were made up to June 30, .1910, and no work was done. The stream is nontidal and has but little current. Variations in the water level, due to winds, seldom exceed 1 or 2 feet higher or lower than the mean stage. The head of navigation for all practical purposes is Bayboro, 17 miles from the mouth. No commercial statistics were collected during the past calendar year. a I]clusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 335 Reference: See House Document No. 583, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910----------------------------------------------------- $21, 000.00 July 1, 1910, balance unexpended_----------------------------- 21, 000. 00 (See Appendix M 6.) 7. South River, North Carolina.-Distancefrom mouth to Aurora, N. C., 11 miles. An 8-foot channel, 400 to 600 feet wide, extends from the mouth a distance of 8- miles. A 7-foot channel extends about a mile farther, and a 6-foot channel to a point near Aurora. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1910, is in accordance with report printed in House Document No. 954, Sixtieth Congress, first session, and contemplates securing a channel 100 feet wide and 7 feet deep at mean low water from Aurora to the head of the existing 7-foot channel, with necessary widening of the channel at the bends, at an estimated cost of $16,000, with $800 annually for maintenance after completion, subject to certain conditions mentioned in the said act. No expenditures were made up to June 30, 1910, and no work was done. The stream has little current and no tide. The ordinary variation of water level due to winds and rain is 18 inches; extreme variation, 3 feet. The head of navigation for all practical purposes is Idalia, about 2 miles above Aurora and 13 miles from the mouth of the river. No commercial statistics were collected during the past calendar year. Reference: See House Document No. 954, Sixtieth Congress, first session. Amount appropriated by river and harbor act approved June 25, 1910 ------------ ------------------ - - $16, 000. 00 July 1, 1910, balance unexpended _----___-------------__ ._ 16, 000. 00 (See Appendix M 7.) 8. Contentnia Creek, North Carolina.--Distance from the mouth to Snow Hill, 312 miles; Speights bridge, 502 miles; Stantonsburg, 63 miles. Previous to improvement this stream was obstructed throughout its entire length by fallen timber, sand shoals, and overhanging 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, 1910: For improvement _____ - ----- -------------------. $64, 394. 56 For maintenance --------------------------------------- 11, 907. 44 Total-------------------------------------------------- 76, 302.00 Received from rent, sales, etc., $302, 36 REPORT OF THE CHIEF OF ENGINEERS, U. B. ARMY. The expenditures during the year were $1,811.11, all for mainte- nance. The work consisted of snagging operations. At the close of the fiscal year the creek between its mouth and Fools bridge 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, 31 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 mouth. The portion of the stream between Snow Hill and Fools bridge, 101 miles above, has been resnagged, the upper 7 miles having been com- pleted in 1908, and the remaining 3 miles was completed during the past fiscal year. The stream is subject to freshets rising 15 feet above low water at Snow Hill and Stantonsburg. The commerce for the year 1909 amounted to 24,679 short tons, val- ued at approximately $486,980, an increase of 5,879 tons over last year. It consisted principally of cotton, cotton-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. It is proposed to apply the appropriation of June 25, 1910, and the appropriation recommended to maintenance by dredging, snagging, etc., between Fools bridge and its mouth. References: Annual Reports, 1881, page 1009; 1890, page 1118; 1896, page 1103. July 1, 1909, balance unexpended------------------------------ $811.11 Amount allotted during the fiscal year from emergency appropriation, act of March 3, 1909-------------------------------- 1, 000.00 Amount appropriated by river and harbor act approved June 25, 1910--------------------------------------------2, 000. 00 3, 811. 11 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------- ---------------------------------- 1, 811.11 July 1, 1910, balance unexpended----------------------------- 2, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------- a 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 8.) 9. Smiths Creek, North Carolina.-This stream is navigable 5 or 6 miles above its mouth, but has little commerce on it, the portion to be improved being at its mouth, where the town of Oriental is situated. A 10-foot channel, not less than 100 feet wide exists from Neuse River to the wharves in Oriental, but is crooked at the entrance to Neuse River. The interior harbor is very narrow, and obstructed by large mud flats in front of the town. The entrance is obstructed by two shoals which overlap each other. A small shallow bay just east of mouth of river extends back into the town. The present and only project for improvement, adopted by the river and harbor act of June 25, 1910, contemplates the excavation *Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 337 of a basin in the small bay located in the center of the town, and just inside the mouth of the creek, to a depth of 10 feet at mean low water, and removing several lumps and projecting points in the entrance channel, at an estimated cost of $16,250, with $1,000 annu- ally for maintenance, in accordance with plan printed in House Document No. 774, Sixty-first Congress, second session. The plan further provides for the construction, by local interests, of a bulk- head of sheet piling in two rows, 300 feet apart, for the deposit of dredged material, which will protect the harbor thus formed from rough water outside. No expenditures were made up to June 30, 1910, and no work was done. There is practically no tide on the stream. Variations in water level due to winds sometimes amount to 3 feet. No commercial statistics were collected during the past year. Reference: See House Document No. 774, Sixty-first Congress, second session. Amount appropriated by river and harbor act.approved June 25, 1910_ $16, 250. 00 July 1, 1910, balance unexpended__________________________-- 16, 250. 00 (See Appendix M 9.) 10. 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. 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 the Trent. Amount expended on foregoing projects to June 30, 1910: For improvement---------- -------------------------- $332, 047. 58 For maintenance------------------ ___------ 28, 062. 75 Total-- ----------------------------------------- 360,110. 33 Received from rent, sales, etc., $860.33. The expenditures for the year were $5,857.87, of which $4,955.06 was for maintenance, which consisted of snagging, and $902.81 was for improvement, which consisted of dredging in the Western channel. 56932 0 -ENG 1910-----22 338 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 (Goldsboro), 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 Newbern, has been dredged to a depth of 4 feet at dead low water. The channel of the river between Newbern and Seven Springs, near Whitehall, is in good condition. 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 maxi- mum range is 3.3 feet during severe northwest winds to 81 feet' during violent northeast gales. The upper river is subject to fresh- ets, which rise 17 feet at Smithfield, 18 feet at Waynesboro Land- ing, and 20 feet at Kinston. The funds on hand are to be used for maintenance by dredging at and below Newbern and in securing the project depth of 4 feet between Newbers and Kinston by dredging and diking. It is not considered practicable to carry out the project above New- bern as it now stands for any reasonable amount of money, and the appropriation recommended will be applied toward maintenance of the improvement. The commerce of the year amounted to 402,428 short tons, valued at $7,472,530, an increase of 18,010 tons over last year. It consisted of grain, timber, fertilizers, general merchandise, etc. Freight rates are materially lessened by reason of the improvement. References: See Annual Reports of 1879, page 71; 1900, pages 268 and 1802; 1901, page 15.45. July 1, 1909, balance unexpended-_-_---------------- $3, 861. 54 Amount transferred from Trent River (under authority) ---------- 1, 750. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------ 21, 000. 00 Amount received during fiscal year from sales and rent of plant- 246. 33 26, 857. 87 June 30, 1910, amount expended during fiscal year: For works of improvement--------------------- $902. 81 For maintenance of improvement ... _______..... 4, 955.06 5, 857. 87 July 1, 1910, balance unexpended-------------____ __ 21, 000. 00 Amount (estimated) required for completion of existing project_. a 72, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_----------___-___ (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. aExclusive of balance unexpended July 1, 1910. * See consolidated money statement on page 340. RIVER AND HARBOR IMPROVEMENTS. 339 (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 Pol- loksville, 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 expended 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 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 been done. The river and harbor act of June 25, 1910, authorized a further improvement of the river by dredging a channel 4 feet deep from Newbern to Trenton, and by removing obstructing stumps and bank snags at an estimated cost of $15,000, with $2,000 annually for main- tenance after completion, in accordance with plan submitted in House Document No. 1471, Sixtieth Congress, second session. Amount expended on existing project up to June 30, 1910: For improvement ----------------------------------- $25, 817. 78 For maintenance-------- ------------------------------- 20, 406. 58 Total------------------ --------- -------- 46, 224. 36 Received from sales, etc., $737. The expenditures for the year were $2,027.97, all of which amount was for maintenance. The work consisted of snagging operations and dredging, using government plant and hired labor. The work of the year resulted in obtaining a depth of 3 to 4 feet at low water through a shoal between the 37th and 38th mile posts, and in maintaining the channel between Newbern and Trenton. The improvement above Trenton has been abandoned. Between Trenton and Neivbern a 3-foot channel exists and the stream is in fair condition. The maximum draft that can be carried June 30, 1910, 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. 340 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce for the year 1909 amounted to 156,530 short tons, valued at approximately $3,417,045, showing a decrease, compared with 1908, of 80,710 tons. This falling off in volume was due largely to much lumber and timber having been handled by tramways. The commerce carried consisted principally of fertilizers, general merchandise, machinery, timber, lumber, etc. The effect of this improvement on freight rates is not known, but it affords transportation facilities to the town of Trenton, which has no other means except by wagon. References: Annual Reports, 1879, page 711; 1900, pages 268 and 1802; 1901, page 1545. The appropriation of June 25, 1910, and the appropriation asked for will be applied to securing a depth of 4 feet from Newbern to Trenton, and for maintenance of the improvement. July 1, 1909, balance unexpended_ $----------3, 777. 97 Amount appropriated by river and harbor act approved June 25, 1910_ 15, 000. 00 18, 777. 97 June 30, 1910, amount expended during fiscal year: Amount transferred from Neuse River--------------$1, 750. 00 For maintenance of improvement ----------- 2, 027. 97 - 3, 777. 97 July 1, 1910, balance unexpended-------------------------------- 15, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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, 1909, balance unexpended----------------_- -- $7, 639. 51 Amount received during fiscal year from sales and rent (Neuse River) ---------------------- ----- --- -246.33 Amount appropriated by river and harbor act approved June 25, 1910_ 36, 000. 00 43, 885. 84 June 30, 1910, amount expended during fiscal year: For works of improvement 81 $------------------------- For maintenance of improvement_- -- ____________ 6, 983. 03 7, 885. 84 July 1, 1910, balance unexpended__-_------------------------ 36, 000. 00 Amount (estimated) required for completion of existing project-__b72, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_______-- _____--__________ b 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 10.) 11. Sift Creek, North Carolina.-For 6 miles above its mouth this stream is in good condition, having an average width of 100 feet and least low-water depth of 10 feet. In the next 8 miles, to the town of Vanceboro, the least low-water depth is 7 feet and width from 50 to 150 feet, averaging about 80 feet. This upper 8 miles is rather crooked, with three bad bends, and is badly obstructed a See consolidated money statement on this page. SExclusive of the balance unexpended July 1, 1910. FIVER AND HARBOR IMPROVEMENTS. 841 by logs, snags, etc., and overhanging trees. The narrowest part is the " Thoroughfare," about 5 miles below Vanceboro. The present and only project for improvement, adopted by the river and harbor act of June 25, 1910, contemplates securing a clear channel between the mouth of the river and Vanceboro, by the re- moval of snags and overhanging and leaning trees, at an estimated cost of $1,600, with $500 annually for maintenance, in accordance with plan printed in House Document No. 360, Sixty-first Congress, second session. No expenditures were made up to June 30, 1910, and no work was done. The rise of water level due to floods sometimes causes considerable currents. The maximum flood height at Vanceboro is about 12 feet. The head of navigation is Vanceboro, 14 miles from the mouth of the stream. No commercial statistics were collected during the past year. Reference: See House Document No. 360, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ $1, 600. 00 July 1, 1910, balance unexpended ________________________ 1,600. 00 (See Appendix M 11.) 12. 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 7 miles; from the head of Adams Creek across the country to the head of Core Creek is about 3 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 4 miles, making the total dis- tance over which dredging will be required about 18 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 formerly averaged 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 2 ,a minimum bottom width of 125 feet with side slopes of 1 to 3 through narrow parts of the creek and river portions, and a minimum bottom width of 250 feet with side slopes of 1 to 3 in wide parts of creeks and sounds, at an estimated cost of $550,000. Amount expended on project for improvement to June 30, 1910, was $336,211.70. The work of the year consisted of purchasing 38.3 acres of land for right of way, removing under contract 1,865,954 cubic yards of material from the prescribed cross section, and 335,458 cubic yards from the allowable 1 foot overdepth, completing 52,216.3 linear feet of channel which varies in width from 90 to 250 feet. The construe- 842 REPORT OF THE CHIEP OF ENGINEERS, t. S. ARMY. tion of the steel highway bridge over Core Creek under contract was about 85 per cent completed. Up to date the results accomplished are: 265.75 acres of land have been acquired for right of way, at an average cost of $13.73 per acre; 2,905,185 cubic yards have been removed from the prescribed cross section, 547,054 cubic yards from the allowable 1 foot overdepth, completing 86,398.6 linear feet of channel. The waterway is about 80 per cent completed. The river and harbor act of March 2, 1907, authorized continuing contracts for completing the project in the sum of $350,000, of which $45,000 is yet to be appropriated. The funds in hand will be used in completing the waterway and for maintenance. References: Pages 1393 and 1394, Report of the Chief of Engi- neers for 1904, and House Document No. 84, Fifty-ninth Congress, second session. July 1, 1909, balance unexpended---- ----------------------- $403, 987. 10 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------- 10, 000. 00 413, 987. 10 June 30, 1910, amount expended during fiscal year, for works of improvement-----------------------------------------235, 198. 80 July 1, 1910, balance unexpended-- --------------------- 178, 788. 30 July 1, 1910, outstanding liabilities--------------------------- 53, 350. 26 July 1, 1910, balance available----- ------------------------- 125, 438. 04 July 1, 1910, amount covered by uncompleted contracts-- --------- 95, 215. 45 (See Appendix M 12.) 13. 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 Engineers for 1884, p. 1067), an estimate was prepared which contemplated 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 company'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. RIVER AD t11A1BOR IMPRO VE1VME1T. 343 All work of improvement has been confined to the natural channels in Clubfoot and Harlowe creeks and Newport River. Amount expended on existing project to June 30, 1910: For improvement ------------------------------------- $29, 739. 84 For maintenance -------...-- ----------------------------- 7, 260. 16 Total--------------------------------------------7, 000. 00 There was no work done during the year, no money being available. 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 21 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. No additional appropriation is recommended for the maintenance of this waterway, as after the inland waterway from Pamlico Sound to Beaufort Inlet is completed the present route via Clubfoot and Harlowe Canal will not be required. The commerce for the year 1909 amounted to 25,723 short tons, val- ued at approximately $964,325, showing a decrease below the com- merce for 1908 of 9,710 tons. This commerce consisted principally of cotton, cotton seed, oysters, clams, timber, lumber, and general mer- chandise. References: Annual Reports, 1884, page 106; 1890, page 1130; and 1896, page 113. (See Appendix M 13.) 14. Harbor at Beaufort, N. C.-When improvement (begun in 1836) was resumed in 1881, the erosion at Fort Macon and Shackel- ford 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. 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 344 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 jetties have been successful in preventing the inlet from widen- ing and shifting, but deterioration of the depths obtained in the main channel is quite rapid,, due to the fact that the inlet is still too wide to enable its tidal discharge to keep the channel scoured out to the proper depth. The river and harbor act of March 2, 1907, authorized a sufficient amount of the appropriation made therein to be applied to repairing existing jetties at Fort Macon Point and constructing additional jetties and shore protection. The river and harbor act of June 25, 1910, modified the project and authorized the expenditure of $27,676 for the construction of a channel from the inland waterway between Norfolk and Beaufort to the town of Beaufort, by way of Gallants channel, in accordance with report submitted in House Document No. 511, Sixty-first Congress, second session, at an estimated cost of $27,676, with $1,500 annually for maintenance. The amount expended on present project for maintenance to June 30, 1910, was $31,271.97. The expenditures of the year were $669.98, all for maintenance, and were for building and maintaining sand fences at Fort Macon and Shackelford points. A draft of 4 feet only at mean low water can now be carried to the wharves at Beaufort, due to shoaling at Bulkhead shoal. It is proposed to expend the available balance and the appropria- tion recommended in maintenance. The tide rises 2 feet at Beaufort and 3 feet at the inlet. The commerce for the year 1909 amounted to 52,396 short tons, valued at approximately $1,423,470, an increase over last year of 6,218 tons. The maintenance of this channel tends to prevent the rise in freight rates by allowing the larger vessels to reach the wharves at Beaufort. References: Annual Reports, 1881, page 1013; 1893, page 1457; 1896, page 1115; 1899, page 1498, House Document 1454, Sixtieth Congress, second session. RIVER AND HARBOR IMPROVEMENTS. 345 July 1, 1909, balance unexpended ____________-_______----____ $4, 280.01 Amount appropriated by river and harbor act approved June 25, 1910_ 32, 676. 00 36, 956. 01 June 30, 1910, amount expended during fiscal year for maintenance of improvement----------- ---------------------------------------- 669.98 July 1, 1910, balance unexpended_____-________________---__ 36,286. 03 July 1, 1910, outstanding liabilities______________________ -- -___ 533. 58 July 1, 1910, balance available_ ... _______________________-- 35, 752. 45 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __________ 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 M 14.) 15. 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, across the bar, to be obtained by dredging, at an estimated cost of $45,000. Amount expended on existing project to June 30, 1910: For improvement For maintenance ________________________ $44, 484. 24 ,728. 63 6--------------------------- Total ---------- ---------------------------------- 51, 212. 87 The expenditures during the year were $6,289.27, all for main- tenance. The work for the year consisted of the necessary surveys, etc., and the dredging of 51,997 cubic yards of material from the bar channel. The result of this work was an increase of the minimum depth on the bar from 14.7 feet at mean low water when work began to about 15.7 feet on June 30, 1910. About 65 per cent of the project is completed. It is proposed to expend the available balance in maintenance pend- ing a reexamination for modification of the project, which is consid- ered desirable. The commerce for the year 1909 amounted to 20,805 short tons, valued at $384,400, and consisted principally of fish, lumber, cross- ties, and general merchandise. Compared with the commerce for 1908, this shows a gain of 230 tons. The effect of this improvement will be to lessen freight rates by affording 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. a Exclusive of the balance unexpended July 1, 1910. 346 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended- ----- 076. 40 $---------------------20, Amount appropriated by river and harbor act approved June 25, 1910 ------- ----------------------------------------- 7, 500. 00 27, 576. 40 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------- 6, 289.27 July 1, 1910, balance unexpended--_ ------------------------- 21, 287.13 July 1, 1910, outstanding liabilities -------------------------- 1, 721. 39 July 1, 1910, balance available------------------------------19, 565.74 (See Appendix M 15.) 16. Harbor at Morehead City, N. C.-The city is separated from deep water in Bogue Sound by mud flats and marine marshes. Be- tween the marshes and the city there is a shallow channel, nearly dry at low water, on which the wharves of the city are built, and which connects with deep water in the sound. The present and only project for improvement, adopted by the river and harbor act of June 25, 1910, contemplates securing a chan- nel, by dredging, 10 feet deep at mean low water, beginning at a point 2,000 feet westward of Beaufort Harbor and extending up along the wharves at Morehead City for a distance of 3,800 feet, the lower 2,800 feet having a width of 100 feet and the upper 1,000 feet a width of 200 feet, at an estimated cost of $19,000, with $2,000 annually for maintenance, in accordance with plan printed in House Document No. 649, Sixty-first Congress, second session. This plan also provides for the construction, by local interests, of 500 feet of bulkhead in front of the city, behind which it is proposed to deposit part of the dredged material. No expenditures were made up to June 30, 1910, and no work was done. The average range of tides is about 3.5 feet. No commercial statistics were collected during the past calendar year. References: See House Document No. 649, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ----------- ---------------------------------- $19, 000. 00 July 1, 1910, balance unexpended------------------- ------- 19, 000. 00 (See Appendix M 16.) 17. 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 improve- ments 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 RIVER AND HARBOR IMPROVEMENTS. 347 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. The river and harbor act of June 25, 1910, modified the project and authorized the dredging of a channel 200 feet wide and 5 feet deep at mean low water from the mouth of the river to Jacksonville, at an estimated cost of $6,700, with $800 annually for maintenance after completion, in accordance with plan submitted in House Document No. 1085, Sixtieth Congress, second session. 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, 1910: For improvement -------------------------------------- 9, 186. 39 For maintenance (including rebuilding dike) ---------------- 4, 040. 56 TotaL--------------------------------------------33, 669. 30 The expenditures during the year, $627.16, were for office expenses, making survey, collecting commercial statistics, repairs to plant, and for inspection of work by officer in charge. It is proposed to apply the existing balance and the appropriation recommended to maintenance. The depth of 4 feet has twice been obtained and twice lost through lack of maintenance. This depth now exists, although the channel is quite narrow near the head of the marshes. The tidal range at the inlet is about 31 feet and at the head of the marshes about 1 foot. The head of navigation for all practical purposes is Tar Landing, 8 miles above Jacksonville, 26 miles from the mouth of the river, to which a present depth of 4 feet can be carried. The depth on the bar at the mouth of the river is now 4 feet, but varies from time to time. The commerce for 1909 amounted to 44,320 short tons, valued at $379,667, an increase over last year of 39,833 tons, or nearly 900 per cent. This large increase is due principally to the starting up of several sawmills at and near Jacksonville. It consisted principally of timber, fish, cotton, cotton 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. 848 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended---__--____--__-__________-_ $1, 957. 96 Amount appropriated by river and harbor act approved June 25. 1910__ 6, 700.00 8, 657. 96 June 30, 1910 amount expended during fiscal year: Amount transferred to waterway between New River and Swansboro --------------------------------- $1, 330. 80 For maintenance of improvement- -- __-__--- -___ 627. 16 1, 957. 96 July 1, 1910, balance unexpended _____ -________ -_______ 6, 700. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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) 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 Engi- neers 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 im- provements, 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 extends 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 diminished 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 min- imum 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, 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 Wrights- ville and Onslow Navigation Company, in which paper it was de- clared 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." a See consolidated money statement on page 351. RIVER AND HIARBOR IMPROVEMENTS. 349 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, 1910: For improvement________ __ __________ $22, 155. 80 For maintenance __. _______________-___ 4, 800. 00 Total --------------------------------------------------- 26, 955. 80 Received from rents, sales, etc., $1,125. The expenditures for the year were $5,330.80, of which $4,000 was for maintenance. Dredging operations were carried on from March 4, 1910, to May 26, 1910, using government plant and hired labor. As a result of this work the project depth now exists throughout the entire waterway, except at a few places of minor consequence, where the project width has not been secured, and where some shoaling has occurred. The project is about 95 per cent 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. 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 1909 amounted to 4,590 short tons, at an ap- proximate value of $151,519, a decrease of 618 tons below that of last year. It consisted principally of cotton, fish, oysters, clams, and fertilizers. So far the commerce developed on this waterway has not been commensurate with the cost of the improvement-probably on account of the shallow depth authorized. The improvement of this waterway will probably have no direct effect upon freight rates, but if it had sufficient depth it would 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. July 1, 1909, balance unexpended------------------------------ $4, 000. 00 Amount transferred from New River, N. C--- ----------- _ 1, 330. 80 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 10, 330. 80 June 30, 1910, amount expended during fiscal year: For works of improvement --------------------- - $1, 330. 80 For maintenance of improvement- -- 4, 000. 00 -_____--_ 5, 330. 80 July 1, 1910, balance unexpended----------___________________ 5, 000. 00 Amount (estimated) required for completion of existing project ... a26, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_____.________ _______- - (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river and harblor act of 1899. a Exclusive of the balance unexpended July 1, 1910. bSee consolidated money statement on page 351. 850 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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. Amount expended on present project to June 30, 1910: For improvement------------------------------------------- $51, 832. 56 For maintenance ------------------------------------------- 1, 667.44 Total--------------------------------------------------- 53, 500. 00 The expenditures during the year were $1,667.44, all for mainte- nance. The work consisted of dredging operations by government plant and hired labor during January and February, 1910, which resulted in the removal of 5,444 cubic yards of material at Cross Stakes Slough, near Swansboro. 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. Considerable shoaling has occurred at the western end of Bogue Sound where deterioration has been greatest. 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 River) has a range of about 31 feet. Where the tides meet in Bogue Sound the range is only about 1 foot. The commerce during the calendar year 1909 amounted to 25,347 short tons, valued at $522,655, a decrease of 2,025 tons below that of last year. The commerce consisted chiefly of lumber, shingles, etc., fish, oysters and clams, rosin and turpentine, miscellaneous farm products, fertilizers, and general merchandise. It is proposed to use the funds on hand and the appropriation recommended in maintenance and in increasing the width of the dredged cuts to the project width of 100 feet. References: Annual Reports, 1885, page 1133; 1891, page 1378; 1892, page 1141; 1893, page 1397; 1894, page 1034; 1896, page 1117; 1897, page 1398. RIVER AND HARBOR IMPROVEMENTS. 351 July 1, 1909, balance unexpended_....------------------- $1, 667. 44 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 12, 000. 00 13, 667. 44 June 30, 1910, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 1, 667.44 July 1, 1910, balance unexpended - . ___------------------------ 12, 000. 00 Amount (estimated) required for completion of existing project ... a 15, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __------------__----- (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. CONSOLIDATED. July 1, 1909, balance unexpended--------------------_------ $7, 625. 40 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------------------- 23, 700. 00 31, 325.40 June 30, 1910, amount expended during fiscal year: For works of improvement--------------------,. $1,330. 80 For maintenance of improvement.--------------- 6, 294. 60 7, 625. 40 July 1, 1910, balance unexpended -_---------....... ----- 23, 700. 00 Amount (estimated) required for completion of existing project ... a 41, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___- _-------____ _ a 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 17.) 18. 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. 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, the project having been practically completed. Amount expended on present project up to June 30, 1910: For improvement--- .. --...- - -_----- $10, 687. 96 For maintenance__--------------------- ---------- -15, 204. 94 Total-----------------------------------------------------25, 892.90 Received from rent, sales, etc., $243.33. The expenditures during the year were $3,403.86, all for mainte- nance. a Exclusive of the balance unexpended July 1, 1910. SSee consolidated money statement on this page. 3.52 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work done during the year consisted of snagging for main- tenance and part construction of new hull for snag boat H. G. Wright, and installing machinery on same. During the year obstructions were removed from the channel be- tween the thirty-eighth mile board and Smith's bridge, 52 miles above Wilmington, restoring the channel to good condition, except between the forty-fifth and forty-eighth mile boards, the water being too high for snagging in the channel. As a result of the expenditures to date, the channel has been kept cleared, except when it has been impracticable 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. 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. 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 seventy-ninth milepost and is partially obstructed below that point. The commerce for 1909 amounted to 126,986 short tons, valued at approximately $1,744,005, an increase over last year of 25,125 tons, or approximately 25 per cent. It consisted principally of timber, fer- tilizers, general merchandise, cotton, and miscellaneous farm prod- ucts. One transportation line was established during the year. 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, 1122; and 1907, page 282. July 1, 1909, balance unexpended------------------------------- a $7, 254. 29 Amount appropriated by river and harbor act approved June 25, 1910 .------------------------------------------------------- 2, 000. 00 9, 254. 29 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-.-..---------------- ---------------------------- 3, 403. 86 July 1, 1910, balance unexpended______-------___-__________ ___ 5, 850. 43 July 1, 1910, outstanding liabilities -------------------------------- 207. 07 July 1, 1910, balance available_____ _______________-__ __-- 5, 643. 36 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_______________-___-___- (a) Submitted in compliance with requirements of sundry civil act of June 4, 18a97, and of section 7 of the river and harbor act of 1899. a See consolidated money statement, on page 355 RIVER AND HARBOR IMPROVEMENTS. 353 (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 Cas- well, 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, 1910: On previous project mentioned above------------------- $12, 358. 40 On present project, for maintenance----------------------12, 493. 52 Total--------------------------------------------- 24, 851. 92 Received from rents, sales, etc., $243.34. The expenditures during the year amounted to $2,390.34, all for maintenance. The work consisted of snagging operations and for construction of new hoister. 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. 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 1909 amounted to 48,061 short tons; esti- mated value, $979,609, an increase over last year of 2,063 tons. It consisted principally of timber, general mechandise, 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 commer- cial 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, 1909, balance unexpended---------------- ------------ $6, 281. 76 Amount appropriated by river and harbor act approved June 25, 1910- 2, 000. 00 8, 281. 76 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------ --------- 2, 390. 34 July 1, 1910, balance unexpended----------------------------- 5, 891. 42 July 1, 1910, outstanding liabilities---------------------------- 565. 46 56932--ENG 1910- 23 354 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1910, balance available------------------------------$5, 325,96 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (c) Cape Fear River above Wilmington, N. C.-The original con- dition when work began was a channel badly obstructed above Kellys 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. This project has been abandoned, excepting for the maintenance of the natural channel, pending the construction of locks and dams, as authorized by the river and harbor act of June 25, 1910 (see page 355 of this report). Amount expended on project of 1881 to June 30, 1910: For improvement-----------------------------------$134, 436. 96 For maintenance--- -------------------------------- 21, 167. 61 Total--_------ --------------------------------- 155, 604. 57 Received from rents, sales, etc., $414.33. The only work done during the year consisted of repairs to jetty at Walkers Bluff, and removing sunken scow at the seventy-eighth- mile board. Other expenditures were for examinations of the river from Fayetteville to Wilmington; an examination of dam of power plant at Buckhorn Falls, reported as obstructing navigation; and partial payment for construction of new hull, etc., for snag boat H. G. Wright. The expenditures for the year were $1,106.80. The additional appropriation asked for will be devoted to continu- ing the work of maintenance by snagging and dredging. At present the low-water depths are 8 feet to Kings Bluff, 38 miles above Wilmington; 2 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 of 1909 was estimated at 168,535 short tons, esti- mated to be worth $4,460,376, an increase in the commerce over last year of 31,115 tons. The expenditures to June 30, 1910, on the project of 1902, for sur- veys, other preliminaries, and purchasing land at the lower site, amounted to $14,682.23. There were no expenditures during the year. For further information concerning this project, reference is made to the new project for this portion of the river adopted by the river and harbor act of June 25, 1910, page 355 of this report. o See consolidated money statement, on page 355. BIVER AND HARBOR IPROVE ENTS. 355 References: Annual reports of the Chief of Engineers for 1872, page 742; 1881, page 1018; 1901, page 1559; and 1904, page 1493. July 1, 1909, balance unexpended---------------------------- $4, 166. 56 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 7, 166. 56 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 1, 106. 80 July 1, 1910, balance unexpended ..-- ------------------- 6, 059. 76 Amount required for expenditure in fiscal year ending June 30, 1912, 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, 1909, balance unexpended _______-____ -___ -______ $17, 702. 61 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 7, 000. 00 24, 702. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 6, 901.00 July 1, 1910, balance unexpended-------------- ---------- 17, 801. 61 July 1, 1910, outstanding liabilities ------- 772. 53 July 1, 1910, balance available - .--------------------- 17, 029. 08 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement________________________ 3, 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 M 18.) 19. Cape Fear River above Wilmington, N. C. (locks and dams).- A project for slack-water navigation on the Cape Fear River above Wilmington was adopted by the river and harbor act of June 13, 1902, and provided for the construction of three locks and dams, at a cost of $1,350,000, to afford a depth of 8 feet at mean low water. (See H. Doc. No. 180, 56th Cong., 2d sess., or p. 1552 of the Annual Report of the Chief of Engineers for 1901.) This act made an appro- priation of $50,000 for the purchase of sites for locks and dams. Extensive surveys were made, the sites tentatively located and approved. Abstracts of the titles were made and turned over to the United States district attorney for examination. The titles to the land needed at the lower site were approved and the land purchased. The balance of this appropriation ($35,317.77) has been covered into the surplus fund, in accordance with section 10 of the sundry civil act of March 4, 1909. The river and harbor act of June 25, 1910, adopted a new project for securing a navigable depth of 8 feet up to Fayetteville, in accord- ance with the report printed in House Document No. 890, Sixtieth Congress, first session, by the construction of two locks and dams, at a See consolidated money statement on this page. Exclusive of the balance unexpended July 1, 1910. 356 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. an estimated cost of $615,000, with $8,000 annually for maintenance. An appropriation of $100,000 was made for beginning the improve- ment, including surveys and acquisition of land for sites for locks and dams and completion of plans for the same. The said act fur- ther provides for the completion of this project by authorizing con- tinuing contracts in the additional sum of $515,000. The amount estimated for the year 1912 will be applied to contin- uing work in connection with this new project. Amount appropriated by river and harbor act approved June 25, 1910__ $100, 000 July 1, 1910, balance unexpended _------_-_______----_------ 100, 000 Amount (estimated) required for completion of existing project...... a 515, 000 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ____ -________-a ___________ a 200, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix M 19.) ~20. 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 proj- ect resulted in a gain of 2 feet available depth. The project of 1853 was to straighten and deepen the bar channel by dredging, jettying, 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 channel 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 * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 357 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. As the depth of this river is increased under the indefinite project, however, the annual cost of maintenance will increase. 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, all of which has since been appropriated, and the river and harbor act of March 3, 1909, provided an additional appro- priation of $300,000 for this improvement. No contracts for improvement have yet been made. The river and harbor act of June 25, 1910, authorized the expendi- ture of an additional $400,000 in securing such depth in excess of 20 feet as the appropriation may permit, and provided that if, in the judgment of the Secretary of War, the prices received in response td advertisement for bids for dredging are not reasonable and less than those at which the Government can perform the same work, so much of the amount appropriated by the said act as shall be necessary may be expended for the purchase or construction of a suitable hydraulic dredging plant for use on the Cape Fear River. 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, 1910: For improvement------------------------ $1, 598, 589. 88 For maintenance -------------------------- 507, 729. 45 2, 106, 319. 33 Total ----------------------------- ------------- 4, 571, 820.18 Receipts from rent, sales, etc., $33,633.02. The expenditures during the year were $227,791.34, of which $60,000 was for maintenance. The work for the year consisted of dredging 2,537,584 cubic yards of material from the river channels, of which amount 431,440 yards were removed in maintaining old channels; 196,381 cubic yards of ma- terial were removed from Ocean bar; and 80,451 cubic yards from the river in front of Wilmington for the purpose of making a mooring basin. A piece of land was purchased at Wilmington for a repair 358 REPORT OF'THE CHIEF OF ENGINEERS, U. S. ARMY. yard, and a bulkhead 300 feet long in front of same is about 70 per cent completed. On September 17, 1906, a storm of extreme violence very mate- rially injured Swash Defense and New Inlet dams throughout their entire length and wholly destroyed Swash Defense dam in several places. During the fiscal year the repairs to Swash Defense dam have practically been completed, and preparations made to begin those for New Inlet dam. The total results obtained on the project up to the end of the fiscal year may be summarized as follows: From the ocean to the lower end of Reaves Point shoal there is a 22-foot mean low-water channel with a least width of 150 feet. At Reaves Point the channel is 24 feet deep and 148 feet wide, and from Reaves Point to Wilmington there is a channel 24 feet deep of widths varying from 222 to 270 feet. The average rise of the tides is 4j feet at the ocean bar, 31 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 to complete the repairs to New Inlet dam, and extension at Federal Point, and Zekes Island ends; maintain present dredged channels; construct a pile training dike for regu- lating the currents in the vicinity of Snows Marsh channel, and continue the project in accordance with the river and harbor act approved March 2, 1907. The commerce of the year 1909 amounted to 872,426 short tons, valued at $52,214,254, an increase over last year of 8,355 tons. 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. As a result of the improvement, vessels coming to Wilmington are much larger than formerly, the average tonnage in 1886 being 421, while in 1909 the average was 1,684. 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, 1909, balance unexpended----------------------------- $417, 456. 11 Amount received from sales during the fiscal year---------------- 376. 99 Amount appropriated by river and ,harbor act approved June 25, 1910 ------------------------------- 400, 000.00 817, 833. 10 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------- $167, 791. 34 For maintenance of improvement--------- ------ 60, 000. 00 227, 791. 34 July 1, 1910, balance unexpended------------------------------ 590, 041. 76 July 1, 1910, outstanding liabilities ..----------------------------- 22, 371.40 July 1, 1910, balance available---------------- -------- 567, 670. 36 RIVER AND HARBOR IMPROVEMENTS. 359 Amount (estimated) required for completion of existing project__ (a) Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance--------- b$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 M 20.) 21. Removing sunken vessels or craft obstructing or endangering navigation.--(a) An allotment of $100 was made from this appro- priation on December 26, 1907, for removing two wrecks (steamer Frye and steamer Georgiana) opposite the western end of the mili- tary reservation of Fort Caswell, N. C., near the mouth of the Cape Fear River, North Carolina. In July, 1909, so much of the wreck of the Frye was removed as obstructed navigation, and part of the Georgiana. The removal of the latter to a depth of 10 feet at low water was completed March 24, 1910. (b) An allotment of $100 was made from the above appropriation May 10, 1910, for removing the wreck of a scow (no name) in the channel of the inland waterway from Pamlico Sound to Beaufort Inlet, at a point where it leaves Newport River. The removal of this wreck was completed June 15, 1910. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Little Contentnia River, North Carolina,up to the town of Ridge Spring.--Reports dated April 27 and October 16, 1909, re- spectively, are printed in House Document No. 208, Sixty-first Con- gress, second session. The locality is not considered worthy of im- provement by the General Government, but .that snagging operations from time to time in connection with similar work on Contentnia Creek is desirable. 2. Preliminaryexamination of Cape Lookout, North Carolina,with a view to providing a harbor of refuge for the largest coastwise ves- sels.-Report dated August 7, 1909, is printed in House Document No. 315, Sixty-first Congress, second session. The establishment of a harbor of refuge at Cape Lookout is not considered worthy of being undertaken at this time by the General Government. 3. Preliminary examination of Contentnia River, North Carolina, from Snow Hill to Stantonsburg.-Report dated April 27, 1909. is printed in House Document No. 322, Sixty-first Congress, second ses- sion. This stream is not considered worthy of further improvement than that now authorized. 4. Preliminary examination, with plan and estimate of cost of im- vprovement, of Swift Creek, North Carolina, from its confluence with * Indefinite. b Exclusive of the balance unexpended July 1, 1910. 360 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the Neuse River to the head of navigation.-Reports dated April 26 and October 15, 1909, respectively, are printed in House Document No. 360, Sixty-first Congress, second session. A plan for improve- ment at an estimated first cost of $1,600, and $500 annually for main- tenance, is presented. 5. Preliminary examination of Thoroughfare Bay, and the Thor- oughfare leading from Core Sound into Cedar Island Bay, and thence to Neuse River and Pamlico Sound, North Carolina, with a view to securing a channel 60 feet wide and 6 feet deep.--Report dated May 29, 1909, is printed in House Document No. 405, Sixty-first Congress, second session. This locality is not considered worthy of improve- ment by the General Government as proposed. 6. Preliminary examination, with plans and estimates of cost of improvement, of Beaufort Harbor, North Carolina,with a view to ob- taining a channel of not less than 10 feet. in depth and 60 feet in width, beginning at the town of Beaufort, thence between Rivers Island and the Town Marsh down through the bulkhead channel, etc.-Reports dated April 30 and September 15, 1909, respectively, are printed in House Document No. 511, Sixty-first Congress, second session. A plan for improvement, at an estimated first cost of $27,676, is presented. 7. Preliminaryexamination and survey-of Bay River, North Caro- lina.-Reports dated April 23 and December 23, 1909, respectively, are printed in House Document No. 583, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $21,000 is presented. 8. Preliminary examination and survey of Bogue Sound, North Carolina,contiguous to the town of Morehead City.--Reports dated April 19, 1909, and January 20, 1910, respectively, are printed in House Document No. 649, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $19,000 is presented. 9. Preliminary examination and survey of Smiths Creek, North Carolina, from its confluence with the Neuse River to the head of navigation.-Reports dated April 22, 1909, and January 7, 1910, re- spectively, are printed in House Document No. 774, Sixty-first Con- gress, second session. A plan for improvement at an estimated cost of $23,750 is presented, provided that local interests bear a fair share of the expense of the work, this share being the cost of the bulkhead, $7,500, and the conveyance of the right of deposit of material behind the bulkhead, etc. 10. Preliminary examination and survey of Northeast Branch of Cape FearRiver, North Carolina,from its mouth for a distance of 21 miles, with a view to securing a depth of 20 feet.--Reports dated May 25, 1909, and January 26, 1910, respectively, are printed in House Document No. 867, Sixty-first Congress, second session. This locality is not considered worthy of improvement by the United States fur- ther than that contemplated by existing project. The district officer was also charged with the duty of making pre- liminary examinations and surveys provided for in the river and harbor act of March 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Cape Fear River, North Carolina, at and below Wilmington, with a view to obtaining a suitable depth and width. RIVER AND HARBOR IMPROVEMENTS. 361 2. Pamlico and Tar rivers, North Carolina, with a view to obtain- ing greater depth and width as far up as Tarborough. 3. Neuse River, North Carolina, from Pamlico Sound to Newbern. 4. Trent River, North Carolina, up to Quaker Bridge; Pasquotanlk River up to Elizabeth City; with a view to providing channels to con- form with the depth of the authorized waterway to connect the waters of Pamlico Sound with the ocean at Beaufort. IMPROVEMENTS OF RIVERS AND HARBORS IN THE CHARLESTON, SOUTH CAROLINA, DISTRICT. This district was in the temporary charge of Capt. Earl I. Brown, Corps of Engineers, to August 6, 1909, and in the charge of Capt. E. M. Adams, Corps of Engineers, since that time. Division engineer, Col. Dan C. Kingman, Corps of Engineers. 1. Waccamaw River, North Carolinaand South Carolina.-In1880 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 miles farther, to Bucks lower mills; thence for 7-foot draft boats at high water, 22 miles farther, to Conway; thence it possessed an obstructed 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 Waccamaw. 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 completion of improvement. The total expenditure to June 30, 1910, was $147,721.06; of this $21.06 was receipts account sales. 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 appropriations permitted, 46,437 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 rec- ords, about $75,977.81 had been expended in originally snagging the lower 128 miles of the river and in constructing pile and plank dikes at eight shoals. 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, $4,168.27, was for maintenance of this work at Thoroughfare Cut-off; the total amount of material removed during the year was 46,091 cubic yards, and the aggregate to June 30, 1910, 185,591 cubic yards. Total expenditure for this dredging is $32,139.87, of which $26,671.76 is for new work, and $5,468.11 maintenance. The total applied to maintenance is $39,603.38. The approved project is about 20 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, 362 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Lake Waccamaw, 147 miles above the mouth, is the head of navi- gation. 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 tidal influence at low water extends 97 miles above the mouth. The commerce on this stream for the calendar year 1909 amounted to 111,096 short tons, valued at $1,431,121; it consisted of cotton, cotton goods, provisions, timber and timber products, plantation supplies, etc. The vessels engaged in traffic on this river are 4 steamers and 9 tugboats of from 10 to 550 tons, seagoing schooners of from 300 to 500 tons, pole boats, rafts, etc. 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. Inquiries indicate that while this improvement enables freight to be shipped up and down Waccamaw River by steamer at rates less than railroad rates it has nevertheless been unnecessary for railroads to modify their freight rates to meet the competition. July 1, 1909, balance unexpended------------------------ ----- $4, 167. 22 Receipts account sales----------------------------------------- 1. 05 Amount appropriated by river and harbor act approved June 25, 1910_ 50, 000. 00 54, 168. 27 June 30, 1910, amount expended during fiscal year, for maintenance of improvement .--- ----------------------------------- , 168. 27 July 1, 1910, balance unexpended----------------------------- 50, 000. 00 (See Appendix N 1.) 2. Little Pedee River, South Carolina.-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, in 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, 1910, were $26,710; of this amount $10 was receipts account sales. 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 $7,160.01 in maintenance. About 50 per cent of the project has been completed. The expenditure during the year, $1,635.99, was for maintenance of the channel from the mouth of the river to Gallivants Ferry, 47 miles above the mouth; there were removed from the channel and banks a total of 529 obstructions. RIVER AND HARBOR IMPROVEMENTS. 363 The aggregate number of obstructions removed since beginning of the improvement in 1888 is 32,247. The available depths now existing do not differ greatly from the original depths. No permanent improvement can be effected toward increasing the maximum draft over the shoals without considerable dredging, which was not provided for in the original project. The usual variation in water level at Gilchrist Bridge, about 65.5 miles above the mouth, is about 9.5 feet. The commerce for the calendar year 1909, consisting of fertilizers, naval stores, cotton, cotton seed, and miscellaneous merchandise, amounted to 1,180 short tons, valued at $45,010. Vessels ply on the river as far as Gallivant's bridge, 47 miles above its mouth. All steamer traffic on this river is limited to the flush- water season, which lasts generally eight months, during which time the river can be navigated by craft drawing 21 feet. No navigation can be carried on during low water. The head of navigation is Little Rock, 113 miles above the mouth. No new line of transportation was established during the year. For references to examinations and surveys, see page 318, Annual Report of the Chief of Engineers for 1909, and House Document 862, Sixty-first Congress, second session. This improvement enables farmers to import fertilizers and supplies at a cost less than railroad rates, plus cost of hauling. The improve- ment has no effect upon railroad freight rates. Attention is invited to the remarks of the district officer in reference to modification of project recommended by him, and which has been heretofore recommended in the formal report published in the House document mentioned. July 1, 1909, balance unexpended------------------------------$1, 625. 99 Receipts account sales---------------- ---------------------------- 10. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 20, 000. 00 21, 635. 99 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------- -------------------- , 635. 99 July 1, 1910, balance unexpended-------------------------------- 20, 000. 00 (See Appendix N 2.) 3. Lynch River and Clark Creek, South Carolina.--Lynch River is a tributary of the Great Pedee River, into which it flows a few miles above 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 7 miles, empties into the Great Pedee River about 101 miles below the mouth of Lynch River. The mouth of Lynch River was com- pletely 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 appropri- ated from 1888 to 1892, inclusive, and was expended in roughly clear- ing a channel 40 feet wide and 3 feet deep. As no further appro- priations were made, the channel filled up and no permanent improve- ment was effected. 364 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 these funds will allow, to permit the passage of rafts through the lower end of Clark Creek through a small connecting stream between Clark Creek and Lynch River, known as Lawrence Cut, and through Lynch River. The total expenditures to June 30, 1910, were $9,500.25, of which the sum of 25 cents was receipts account sales. During the year there were removed from Clark Creek and Law- rence Cut 446 obstructions at a cost of $630, which exhausted the appropriation. Total number of obstructions removed, 17,526. There is no 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; 1900, page 1877; and House Document No. 695, Sixty-first Congress, second session. July 1, 1909, balance unexpended_---------------------------------- $629. 75 Received account sales --------------------------------------------- .25 630. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------ ------------- 630. 00 (See Appendix N 3.) 4. 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 32-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 $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 3 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, 1910, were $271,828.26. 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, 57,438 snags, etc., having been removed since June 30, 1884. RIVER AND HARBOR IMPROVEMENTS. 365 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, $104,793.28 in original dredging, and about $88,115.85 in maintenance. The expenditures during the year were for operation of dredge and snag boat, for maintenance in the removal of 16,940 cubic yards of dredged material and 2,972 obstructions. The contemplated depth (3 feet) had been obtained on the upper portion of the river in the fiscal year 1909. The available balance will be applied to snagging, for maintenance of the improvement. At mean low water 9 feet can be carried to Smiths Mills, 52 miles above the mouth, and about 31 feet to Cheraw, the head of naviga- tion, 167 miles above the mouth. The usual variation in water level is 16.4 feet at Smiths Mills and 34.2 feet at Cheraw. The commerce of this river for the calendar year 1909 amounted to 66,785 short tons, valued at $1,502,695; it consisted of cotton, cotton goods, provisions, timber and timber products, mill and plantation supplies, etc. The vessels engaged in traffic on this river are one steamer of 400 tons and two smaller steamers, pole boats, rafts, etc. No new line of transportation was established during the year; one line (Cheraw to Georgetown) was discontinued. For reference to examinations and surveys, see page 249, Annual Report of the Chief of Engineers for 1904; for report upon examina- tion see House Document No. 308, Sixty-first Congress, second session. This improvement enables steamers to carry freight to points which can not be reached by rail. Inquiry indicates that it has no effect upon railroad rates. Attention is invited to the remarks of the district officer in refer- ence to the modification of the project recommended by him. July 1, 1909, balance unexpended_____-------------------------- $18, 446. 48 Receipts account sales___------------------------ __ _ 41. 25 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------------------- 30, 000. 00 48, 487. 73 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------ ---- 14, 954.78 July 1, 1910, balance unexpended__------------------- ___ _ 33, 532.95 July 1, 1910, outstanding liabilities __________________________ 933. 29 July 1, 1910, balance available ------------------------ -_ 32, 599. 66 (See Appendix N 4.) 5. Winyah Bay, South Carolina.-Thislarge bay is connected with the ocean by a passage between the shores of North and South islands 21 miles long, 1 mile wide at the bay, three-fourths mile wide at the gorge, and 1 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, retaining a depth of not less than 20 feet until about 3,000 feet south- erly from the enk 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 366 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 channel, after flowing about 2,500 feet southeasterly, 1,500 feet east- erly, and about 3,000 feet northeasterly, reached the 18-foot contour in the ocean at a distance of about 1 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 32 feet. The former project, adopted in 1889, provided 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 produce 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-contract system, at a cost not exceeding $1,996,250, in addition to the $20,000 appropriated by the act. The entire amount has been appropriated by sundry civil acts since that date. The project was extended 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, provided 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, 1910, were $2,506,318.85, of which $428,750 was appropriated prior to June 3, 1896. Of this amount $6,319.05 was derived from miscellaneous sources, such as rent of dredge, auction sales, etc. For maintenance, $107,966.97 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 41 to 6 feet above mean low water, except the outer 100 feet, which is submerged. 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 superstructure 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 Winyah Bay has been built, and this dredge and the similar dredge Charleston have removed 1,553,271 cubic yards of material from the entrance channel and 846,861 cubic yards of material from the eastern channel in upper Winyah Bay and dredge Winyah Bay and dipper dredge No. 1 have removed 423,028 cubic yards from the Sampit bar channel. 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 land near the Santee River to prevent the tides from cutting around the shore end of the south jetty, and RIVER AND HARBOR IMPROVEMENTS. 367 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. The 15-foot project was completed June 30, 1909. Slight shoaling had occurred in portions of the channel where the depth was slightly less than 15 feet; these shoal places were removed during fiscal year by dredging 90,615 cubic yards of material. Expenditures were $14,175.18. The river and harbor act of June 25, 1910, adopted the project for continuing the improvement in accordance with report submitted in House Document No. 398, Fifty-eighth Congress, second session, which contemplates securing a channel 18 feet deep from a point on the Sampit River 1 mile above the limits of the city of Georgetown, S. C., to the ocean entrance of Winyah Bay, following the western shore of the bay as far seaward as may be necessary, at an estimated cost of $650,000. As the report upon which the new project is based was submitted in 1903, a survey of the locality will be made to de- termine whether it is desirable or necessary to revise the project to accord with present conditions at the locality. Should no revision be found advisable, the funds will be applied to dredging, etc. The commerce of Winyah Bay for the calendar year 1909, con- sisting of lumber, timber products, provisions, cotton, cotton goods. mill and plantation supplies, etc., amounted to 337,319 short tons, valued at $5,169,464. The vessels using the entrance channel are steamers of 1,850 tons and less and sailing vessels of various kinds. There are three lines of steamships plying between Georgetown and northern ports. For references to examinations and surveys see page 250, Annual Report of the Chief of Engineers for 1904. This improvement and the operation of ocean-going steamers and sailing vessels appear to secure to Georgetown the usual port dif- ferentials which are designed to meet water competition; this partic- ularly on through freight from and to New York and Baltimore. The precise percentage of reduction of rates does not appear to be susceptible of determination. July 1, 1909, balance unexpended___---- ----------------------- $14, 173. 98 Receipts account sales ----------------------------------------- 1. 40 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------------- 150, 000. 00 164, 175. 38 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement------ ----------------------------- 14, 175.18 July 1, 1910, balance unexpended.---------------------------150, 000. 20 Amount (estimated) required for completion of existing project___ a 500, 000. 00 (See Appendix N 5.) 6. 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 had been expended during the fiscal year 1908, for removing the worst obstructions to navigation. * Exclusive of the balance unexpended July 1, 1910. 368 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No work was done during the past two years, the small balance available, $42.25, being insufficient to justify any attempt at field work; it was applied to office expenses. The total expenditures for this work to June 30, 1910, were $17,600, of which $600 was for maintenance. A draft of 8 feet can be carried at mean low water from the mouth to Hemmingway bridge, a distance of 11 miles, the head of navigation. The vessels plying this stream are two small steamers, regularly, and schooners occasionally. Tidal influence extends to Hemmingway bridge. It is proposed to apply the appropriation recommended tosnag- ging to maintain the channel, from the mouth to Hemmingway bridge. The commerce during the calendar year 1909, consisting of cotton, cotton goods, provisions, plantation supplies, etc., amounted to 8,793 short tons, valued at $573,361. For report upon examination and survey see House Document 782, Sixty-first Congress, second session. This improvement enables steamers to carry freight to points which can not be reached by rail. Inquiry indicates that it has no effect upon freight rates. July 1, 1909, balance unexpended-_________ __ $42.25 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------- 1, 000. 00 1, 042. 25 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------- --------- ----------------------- 42. 25 July 1, 1910, balance unexpended---------------------------------- 1, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ------- --.-------------- a 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 N 6.) 7. Santee, Wateree, and Congaree rivers, and Estherville-Minim Creek Canal, South Carolina.-(a) Santee River and Estherville- Minim Creek Canal.-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. The total expenditures under the present project to June 30, 1910 were $248,689, of which about $64,103.46 was for maintenance; oi a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 369 this, $123.97 was derived from sales at auction, etc. The expendi- ture during the year was for maintenance, and consisted of the re- moval of 40,963 cubic yards of material and 60 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 1,826 ob- structions had been removed. The approved project is about 84 per cent completed. 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 544 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. The appropriation recommended will be applied to dredging the Estherville-Minim Creek Canal, and to removing obstructions from Santee River, in maintenance of work done heretofore. The additional work proposed is for extending the benefits. The commerce of this stream for the calendar year 1909, amounted to 89,572 short tons, valued at $396,350; it consisted mainly of logs and lumber. There were carried on this stream about 10,500 short tons of miscellaneous general merchandise, mill and plantation supplies. The vessels using the river and canal are six steamers of from 10 to 500 tons, two gasoline freight boats, 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; for report upon examination see House Document No. 608, Sixty-first Congress, second session. This improvement enables steamers to carry freight at less charge than the corresponding railroad rates; the Santee River also serves as an intermediate link in the waterway from Georgetown to Columbia, the effect of which is discussed under Congaree River. July 1, 1909, balance unexpended ---------------------------- $6, 806. 29 Receipts account sales-------------- ------------------------- 15. 42 Amount appropriated by river and harbor act approved June 25, 1910--------- ---------------------------------------- 2, 00. 00 8, 821. 71 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------- 6, 786. 74 July 1, 1910, balance unexpended ----------------------------- 2, 034.97 July 1, 1910, outstanding liabilities----------------------------- 34. 97 July 1, 1910, balance available ---------------------------- 2, 000. 00 Amount (estimated) required for completion of existing project__. a165, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement .. ......... ...... (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 Exclusive of the balance unexpended July 1, 1910. bSee consolidated money statement on page 373. 56932"-EN 1910-24 3870 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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 and dredging, and as snags are continually lodging, it is not susceptible of completion. Snagging work must be done annually in order to keep the channel open. The river and harbor act of June 25,1910, provides that of the con- solidated appropriation for these works, not to exceed $14,000 shall be expended in improving the Wateree River, in accordance with report printed in House Document No. 608, Sixty-first Congress, second session, which contemplates continuing improvement under existing project. The total expenditures to June 30, 1910, were $160,803.35, of which about $100,803.35 was for maintenance, the sum of $19.52 was derived from sales. 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 main- tenance; the work consisted of snagging, and a total of 5,981 obstruc- tions were removed. The available balance will be applied to snagging for maintenance of the improvement. 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. The river is navigable from the mouth to Camden. The commerce of this stream for the calendar year 1909, consisted of 3,443 short tons of logs and timber products, valued at $4,166. 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; for report upon examination, see House Document No. 608, Sixty-first Congress, second session. This improvement exercises no effect upon freight rates. July 1, 1909, balance unexpended---------------------------- $21, 110. 06 Receipts account sales __------------------------------------------ 10. 01 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 14, 000.00 35,120. 07 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------- 20, 103.90 July 1, 1910, balance unexpended 15, 016. 17 July 1, 1910, outstanding liabilities ....... -------- - 316.16 July 1, 1010, balance available_---.. ---- .------------. 14, 700. 01 RIVER AND HARBOR IMPROVEMENTS. 371 (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 for the time being. Appro- priations for the lock and dam were made, amounting to $250,000, $25,000 of which, by authority of Congress, was allotted for the open- channel work. The lock and dam had been completed with the $225,000, and considerable work done 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 Caro- lina. 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 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. This project was modified by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 608, Sixty-first Congress, second session, by providing the sum of $56,000, to be applied to the raising of the dam at Granby 2 feet. The total expenditures for open-channel work to June 30, 1910, were $162,709.10. The channel had been thoroughly snagged from the mouth to Granby, 2 miles below Columbia. A total of 19,298 obstructions and about 1,123 tons of stone had been removed. Dredging had been carried on, removing 374,193 cubic yards of sand and pebbles. Work had been in progress of clearing the chan- nel above the lock. As nearly as can be determined from the records about $95,478.78 has been applied to work of maintenance. The work during the year was for maintenance and consisted of dredging at shoals, and the removal of obstructions; a total of 82,588 372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cubic yards of material was dredged and 2,241 obstructions removed; the expenditures were $24,623.64. The appropriation recommended will be applied to maintenance of improvement 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. Columbia is the head of navigation and is distant 51 miles from the mouth. The commerce for the calendar year 1909 amounted to 26,354 short tons, valued at $331,214; it consisted of logs (about 52 per cent) and miscellaneous general merchandise. A steamboat line operating two steamers between Columbia and Georgetown, S. C., has been established. Connection is made at Georgetown with steamers for New York, Baltimore, and Charleston. This improvement enables merchants in Columbia, S. C., to import stock from New York, Philadelphia, and Baltimore via the Clyde Line to Georgetown and river steamers to Columbia at rates less than railroad rates. This is illustrated by summary of itemized tabu- lation made under the direction of the district officer; of the 18,991,941 pounds of freight shipped from the points mentioned above to Co- lumbia, on which the railroad freight charges would have been $80,726.77, the steamer charges were $56,158.23, a difference of $24,568.54. No evidence is found, however, that the railroads have modified their rates to meet this river competition. For references to reports upon examinations and surveys, see page 328, Annual Report of the Chief of Engineers, 1909; for report upon examination, see House Document No. 608, Sixty-first Congress, sec- ond session. July 1, 1909, balance unexpended .--------------------------- $29, 949. 05 Receipts account sales---------------------------------------- 34. 77 Amount appropriated by river and harbor act approved June 25, 1910 ---------- ------------------------------------- 79, 000. 00 108, 983. 82 Unexpended balance (emergencies appropriation) returned to the Treasury------------------------------------------------ 777. 50 108, 206. 32 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------- --- 24, 623.64 July 1, 1910, balance unexpended --------------------------- . 83, 582. 68 July 1, 1910, outstanding liabilities 736. 82 1---------------------------, July 1, 1910, balance available---------...--------------------- 81, 845. 86 Amount required for expenditure in fiscal year ending June 30, 1912, 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. a See consolidated money statement on page 373. EIVER AND HARBOR IMPROVEMENTS.7 373 CONSOLIDATED. July 1, 1909, balance unexpended ----------- ----------------- $57, 865.40 Receipts account sales_______----------------------- 60. 20 Amount appropriated by river and harbor act approved June 25, 1910 ----- --------------------------------------- 95, 000. 00 152, 925. 60 Unexpended balance (emergencies appropriation) returned to Treasury ------------------------------------------------ 777.50 152, 148. 10 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement.---------------------- --- --- - 51, 514. 28 July 1, 1910, balance unexpended_-----------------------__ 100, 633. 82 July 1, 1910, outstanding liabilities___ ----------------------- 2, 087. 95 July 1, 1910, balance available.---------__ ----- ___--- --- 98, 545. 87 Amount (estimated) required for completion of existing project___ a 165, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ .------- _______-- a 47, 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 7.) 8. Operating and care of lock and dam across Congaree River, near Columbia, S. C.--This service is provided for by the permanent in- definite 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, as amended and reenacted by section 6 of the river and harbor act approved March 3, 1909. 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 $6,325.38; the total expenditures have been $27,609.57. A special emergency allotment of $4,175 was made February 18, 1909, to repair damages caused by extraordinary flood of August, 1908. (See Appendix N 8.) 9. 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 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 *Exclusive of the balance unexpended July 1, 1910. 374 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 improve- ment there will be required $66,000 in addition to the amount origi- nally estimated. The total expenditures to June 30, 1910 were $122,824.14. A con- tract was let in 1905, under which there was removed 158,441 cubic yards; a second contract was made during the fiscal year 1909 for continuing the work, and under this there had been removed 297,264 cubic yards, making a total of 455,705 cubic yards, which is about 64 per cent of the approved project. The expenditures during the year, considered as maintenance, were in payment of outstanding liabilities at the beginning of the year, and in payment of office expenses incurred in the collection of com- mercial statistics. The appropriation recommended will be applied to completion of the improvement by dredging. The improvement can have no effect on freight rates until the project shall have been completed; when completed it will reach sec- tions of the country not reached by rail. For reference to reports of examinations and surveys, see page 256, Annual Report of the Chief of Engineers for 1904. The commerce through these waterways for the calendar year 1909, amounted to 39,348 short tons, valued at $1,164,637; it consisted of cotton and cotton products, fertilizer and other plantation supplies, vegetables, naval stores, timber, oysters, etc. July 1, 1909, balance unexpended---------------------------- $8, 237. 99 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------------------- 25, 000. 00 33, 237. 99 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 772. 13 July 1, 1910, balance unexpended---------------------------- 32, 465. 86 Amount (estimated) required for completion of existing project___ a 41, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement .___ ._.._ _ _. _ a 41, 000. 00 Submitted in compliance with requirements of sundry civil act of 1June 4, 1897. (See Appendix N 9.) 10. 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 10J 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 * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 375 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 51 per cent of the original estimate. In the revised project the jetties were in- creased 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 project, adopted by the river and harbor act approved March 3, 1899, provided for obtaining a channel at the entrance to Charles- ton 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 oper- ating 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. This project was modified by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 499, Fifty-eighth Congress, second session, to provide for the dredging of the harbor with a view to providing an entrance channel 28 feet deep at mean low water, 1,000 feet wide beyond the jetties, and 500 feet wide between them, at an estimated cost of $371,616, with annual maintenance of about $40,000. The total expenditures to June 30, 1910, were $4,674,006.56, includ- ing about $2,500 expended at Sullivans Island and $10,000 at Mount Pleasant; of this sum $13,420.03 was derived from miscellaneous sources, such as rental of dredge and auction sales. Of this amount, $4,661,506.56 had been expended on the original projects and on maintenance. Dredging during the year maintained the full project width. A good channel exists of not less than 26 feet at mean low water and at least 600 feet wide throughout the whole length of the improved portion. The mean tidal range is 5.2 feet. The operations during the year were for maintenance. The river and harbor act of March 3, 1905, authorized the Secre- tary 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 dredging 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. 876 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The foreign commerce for the calendar year 1909 amounted to 237,468 short tons, valued at $12,020,954; the domestic commerce, 590,861 short tons, valued at $67,232,730; total, 828,329 short tons, valued at $79,253,684. It consisted of cotton goods, cotton, fertilizer materials, provisions, general merchandise, etc. This improvement and the operation of ocean-going steamers and sailing vessels appear to secure to Charleston the usual port differen- tials which are designed to meet water competition; this particularly on through traffic from and to New York, Baltimore, and Jacksonville. The precise percentage of reduction of rates does not appear to be susceptible of determination. The appropriation recommended will be applied to dredging, to secure the 28-foot-project dimensions. July 1, 1909, balance unexpended-$--------------------------- $30, 500. 23 Receipts account sales and account dredge Sumter_-----____ 5, 596. 80 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 150, 000. 00 186, 097.03 June 30, 1910, amount expended during fiscal year: Treasury settlement (Rev. Stats.) -- _________---$2. 85 For maintenance of improvement _______------- 21, 180. 71 21, 183. 56 July 1, 1910, balance unexpended __- - - -____ ___.- 164, 913. 47 July 1, 1910, outstanding liabilities_--- -_----------__ ____ 123. 82 July 1, 1910, balance available- - -------------- 164, 789. 65 Amount (estimated) required for completion of existing project___ a221, 616. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_____-___-___.____________ a100, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix N 10.) 11. Wappoo Cut, South Carolina.-WappooCut in its original con- dition was a narrow, crooked tidal stream, not over 2 feet in depth in some places. It connects Ashley and Stono rivers. The project, adopted in 1881, revised in 1888, provided for straightening, widening, and deepening to secure a fairly direct chan- nel 6 feet deep at mean low water and 60 feet wide. It included the construction of two training walls at the Stono River entrance, revet- ting Elliotts Cut, constructing three closing dams, and dredging a cut 200 feet wide and 7 feet deep across the Ashley River bar. The esti- mated cost of the project was $88,000, including expenditures between 1881 and its date. The total expenditures to June 30, 1910, were $72,739.22, of which amount about $13,249.58 was for maintenance. A channel of the pro- jected width and depth had been dug and the banks of Elliotts Cut revetted. Two of the closing dams had been built, and a cut of about 200 feet wide and 7 feet deep had been dredged across the Ashley River bar. A 6-foot channel 60 feet wide existed through the canal proper. The cut through the Ashley River bar had narrowed to 70 feet and shoaled to 6 feet; this was restored during the fiscal year a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 377 1905 by dredging at the Ashley River bar to the required dimensions of 200 feet wide and 7 feet deep. The mean range of tide is about 5.5 feet. Deterioration having again occurred by shoaling at the Ashley River bar, an allotment of $2,500 was made January 14, 1910, from the emergency appropriation provided by the river and harbor act of March 3, 1905, to be applied to the restoration of the channel to project dimensions. The restoration was accomplished under emer- gency contract dated February 14, 1910, by the removal of 10,871 cubic yards of material at 19 cents per cubic yard. An unexpended balance of $260.78 was restored to the appropriation. The vessels using the cut were steamers of from 40 to 400 tons, sloops, lighters, rafts, etc. For report upon examination and map see page 1070, Annual Re- port of the Chief of Engineers for 1881; original project see page 1073 of same report; for modified project see page 1196, Annual Report of the Chief of Engineers for 1889. Allotted from emergency appropriation act March 3, 1905 -- _---- $2, 500. 00 June 30, 1910, amount expended during fiscal year: Unexpended balance returned to the Treasury--------....... $260. 78 For maintenance of improvement--....---------------- 2, 239.22 2, 500. 00 (See Appendix N 11.) 13. Removing sunken vessels or craft obstructing or endangering navigation.-For making examination of the wreck of the steamer Housatonic, near the entrance to Charleston Harbor, with a view to its removal, allotment of $800 had been made June 1, 1908. During July the examination was made at a cost of $395.85 and the removal of the wreck recommended, at an estimated cost of $12,000. This sum was allotted September 14, 1908, and contract made January 18, 1909, in the sum of $3,240; contract was approved February 16, 1909. The wreck was removed by breaking it up with dynamite and raising the broken pieces. About 4 tons of old iron was so removed. The expenditures during the fiscal year were $3,240, which was final pay- ment to the contractor. The total expenditures were $4,066.57. Wreck in Great Pedee River, South Carolina.-Forthe removal of a sunken gunboat in Great Pedee River, South Carolina, an allotment of $2,000 was made October 19, 1908. No work had been done on account of high stage of water. Explosives were purchased and the dredge Cheraw sent to the site of the wreck to break it up and remove it from the channel; this plant was so engaged at the close of the fiscal year. The expenditures during the year were $215.47. Sunken caisson, Port Royal Naval Station, S. C.-On December 9, 1908, allotment of $2,000 was made. On March 10, 1909, a further allotment of $2,600 was made for the removal of an old caisson which had been sold at the Port Royal Naval Station and which the pur- chaser had partly dismantled and abandoned, after sinking at the naval station wharf. This wreck was removed during the months of January and February, 1909, and deposited where it would not inter- fere with navigation. The expenditure during the year, $115.40, was in payment of outstanding liabilities; the total cost of the work was $4,420.56. Firth.-To defray the cost of the destruction of the wreck of a schooner (Firth) floating in Port Royal Sound, South Carolina, an 378 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. allotment of $692.54 was made October 11, 1909, from the permanent indefinite appropriation provided by the river and harbor act of March 3, 1899. The wreck was destroyed by the U. S. dredge Winyah Bay, by blasting with dynamite, in the latter part of Sep- tember, 1909. Buck.-An allotment of $2,000 was made November 6, 1909, for the purpose of removing the sunken tug Buck, near coal wharf, Charleston Harbor, South Carolina. In December the wreck was raised, towed across the river, and placed well up on the mud bank of Hog Island (dumping ground) opposite the city of Charleston. The expenditures were $1,561.30. (See Appendix N 12.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Great Pedee River from Cheraw, S. C., to Blewetts Falls, North Carolina.--Report dated July 29, 1909, is printed in House Document No. 305, Sixty-first Congress, second session. The locality is not considered worthy of improve- ment by the General Government. 2. Preliminaryexamination of Great Pedee River, South Carolina, up to Cheraw, with a view to obtaining an increased depth.-Report, dated August 10, 1909, is printed in House Document No. 308, Sixty- first Congress, second session. The locality is not considered worthy of improvement by the General Government with a view to obtaining an increased depth. 3. Preliminary examination of Black River, South Carolina.- Report, dated May 20, 1909, is printed in House Document No. 341, Sixty-first Congress, second session. This stream is not considered worthy of improvement by the General Government. 4. Preliminary examination of WVateree, Congaree, and Santee rivers, including the Estherville-Minim Creek Canal, South Carolina, and upon the proposed modification of movable dam at Granby, Con- garee River, respectively.-Reports, dated August 7, 1909, and Janu- ary 18, 1910, respectively, are printed in House Document No. 608, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $55,982 is presented. 6. Preliminary examination of Lynch River and Clark Creek, South Carolina,from Effingham to GreatPedee River.-Report, dated December 15, 1909, is printed in House Document No. 695, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government at the present time. 6. Preliminary examination and survey of Mingo Creek, South Carolina, from Hemingway Bridge to its mouth.-Reports dated May 20, 1909, and March 1, 1910, respectively, are printed in House Document No. 782, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $22,000 is presented, provided RIVER AND HARBOR IMPROVEMENTS. 379 the necessary right of way for cut-offs be furnished'free of cost to the General Government. 7. Preliminary examination of Little Pedee River, South Caro- lina, from its mouth to the mouth of Lumber River.--Report dated January 4, 1910, is printed in House Document No. 862, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government other than that contem- plated by the existing project. 8. Preliminary examination and survey of Cooper River, South Carolina.-Reportsdated August 23, 1909, and April 2, 1910, respec- tively, are printed in House Document No. 947, Sixty-first Congress, second session. A plan for improvement for naval purposes up to the naval station, at an estimated cost of $175,000, is presented. REPORT OF ESTIMATED COST OF FURTHER IMPROVING THE HARBOR AT CHARLESTON, S. C., IN RESPONSE TO SENATE RESOLUTION OF DECEMBER 10, 1909. Report dated December 31, 1909, by Capt. E. M. Adams, Corps of Engineers, containing an estimate of cost of further improving the harbor at Charleston, S. C., was submitted in response to Senate resolution dated December 10, 1909. The report was transmitted to Congress and printed in Senate Document No. 300, Sixty-first Con- gress, second session. A plan for improvement at an estimated cost of $350,000, with $50,000 annually for maintenance thereafter, is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE SAVANNAH, GEORGIA, DISTRICT. This district was in the charge of Col. Dan C. Kingman, Corps of Engineers, division engineer, Southeast Division, having under his immediate orders from July 1, 1909, to January 4, 1910, Capt. W. P. Stokey, Corps of Engineers. 1. Savannah Harbor, Georgia.-This covers the estuary of the Sa- vannah River from the upper limits of the city of Savannah to the ocean bar, a distance of 26 miles, measured along the channel. 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 artificial obstructions, but the first comprehensive plan of improve- ment is dated February 11, 1853. Another, for the removal of ob- structions, 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 same channel depth. The amount expended under these projects up to June 30, 1890, was $1,850,528.53. The project in force up to June 13, 1902, adopted in 1890, pro- viding for a mean high-water depth of 26 feet from the city to the 380 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sea, is printed as part of Appendix 0, 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. This work was never finished, the contract having been annulled in 1899, when less than one-third of the proposed work was accomplished. 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 $2,356,720.10 for contraction work. There had previously been ex- pended $1,850,528.53, giving a total of $5,310,578.52. Between June 30, 1896, and June 30, 1902, $712,918.84 was expended on the modi- fied 26-foot project, of which $84,850.98 was for maintenance. From the time of the reported completion of the project of 1890, inJuly, 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 ocean, 28 feet deep at mean high water, with bottom widths of 350 to 500 feet, to be accomplished by dredging and 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 at first 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 of $700,000 (all of which has since been appropriated) for prosecut- ing 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 RIVER AND HARBOR IMPROVEMENTS. 381 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 gradu- ally deepened until the limit fixed by economy of maintenance is reached. The act authorized such raising and extending of dikes, jet- ties, and other contraction works as may be necessary at a cost not to exceed $300,000, and the purchase of a pumping dredge of the sta- tionary type at a cost of $125,000. The increased depth gained upon the bar is to be carried up the river by dredging at such a rate as will insure the same navigable depth as is maintained on the bar. For a detailed report of what was accomplished in this experiment, atten- tion is invited to the report of the district officer, Appendix O 1, of the Report of the Chief of Engineers for 1909, pages 1320-1325. The project was definitely adopted by the river and harbor act of June 25, 1910, with a view to its completion by the 30th of June, 1914, at a cost of $1,545,000, exclusive of previous appropriations, this sum to be appropriated in 4 annual installments, the first 3 of $400,000 each and the last in an amount sufficient to make up the balance. This act appropriated $400,000 toward the completion of the project. The amount expended under the 28-foot project (mean high water) up to June 30, 1908, was $1,643,282.29, of which $214,043.28 was for maintenance. The sum of $672.25 was derived from sales of gov- ernment property and deposited to the credit of the appropriation. The expenditures to June 30, 1910, under the tentative project adopted March 2, 1907, amounted to $977,840.89, of which $194,447.16 was for maintenance, and $119,676.21 was disbursed by Maj. J. C. Sanford and Maj. Herbert Deakyne, Corps of Engineers, on account of the construction of the dredge provided for by the project. The sum of $8 was received from the sale of blueprints of the plans of the dredge, and $386.73 from sales of condemned property. Details of the dredge construction will be found in Appendix H 9, Annual Report of the Chief of Engineers for 1908, and in Appendix H 10 of the Annual Report of the Chief of Engineers for 1909. The total amount expended for the improvement of Savannah Harbor up to June 30, 1910, was $8,644,620.54. A total of $1,368.39 was received from sales of condemned property and of blueprints. The sum of $500 was deposited to the credit of the appropriation by the clerk of the United States circuit court for the southern district of Georgia. The sum of $1,000 was deposited to the credit of the appropriation by settlement of claim against the steamship Boliviana for damage to mooring dolphin. The expenditure of this sum has secured and maintained the various objects had in view in projects heretofore stated, and has advanced the present project in the manner described below. The mean rise and fall of the tide on the outer bar is 7 feet; on Tybee knoll, 6.8 feet; and at the upper limit of the harbor, 6.4 feet. During the fiscal year the three United States dredges removed a total of 1,454,225 cubic yards of material for the advancement of the project. Of this, 165,022 cubic yards was upon the ocean bar, 783,385 cubic yards in Tybee roads, 299,610 cubic yards on Tybee knoll, and 206,208 cubic yards on the middle ground near the quarantine sta- tion. In addition, these dredges removed a total of 462,688 cubic 382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. yards of material from the river above quarantine, which, while primarily for the purpose of maintenance, tended to advance the project. The U. S. hydraulic dredge Morgan rehandled a total of 750,012 cubic yards, and 196,646 cubic yards were rehandled under an open- market agreement. Forty-one thousand one hundred and forty-four and eighty-five one-hundredths tons of stone were placed on the Cockspur Island and North Long Island training walls by Roderick G. Ross, in com- pleting his contract; the mooring dolphin at The Bight was repaired and a reenforced concrete pile was constructed for use in marking the outer end of the oyster bed training wall. The removal of the 462,688 cubic yards of material from the river above quarantine and the repairs to the mooring dolphin constituted all of the work done for maintenance during the year. A navigable channel now exists across the bar 26 feet in depth at mean low water, and lacking the removal of 280,000 cubic yards of material, place measurement, to complete the project width. Com- parative surveys have failed to indicate any appreciable fill in the cut. A channel of like depth has been excavated through Tybee roads, which lacks about 300,000 cubic yards place measurement to bring it to the project width. There has been a marked tendency to scour here, following the action of the dredges. A channel of average width of 350 feet has been nearly accomplished up through Tybee knoll to Fort Pulaski, of a depth of 24 feet. Work upon this is still in progress. The improved channel thus described covers an aggregate length of over 47,000 feet. The work of deepening the approach to the city has been at the lower end, but this is most advantageous, because the heaviest loaded vessels are always those that are leaving and not arriving at the port, and the tide is an hour later at the city than at the bar. Of 12,854,809 cubic yards of material, the removal of which was provided for in the project of 1907, 5,583,000 cubic yards have already been removed, mainly by dredging, but assisted somewhat by natural scour, directed and controlled by the regulating works. Jetty work to the value of $252,000 has been built and a pumping dredge, cost- ing $125,000, has been acquired. This has advanced the project some- thing over 40 per cent, with an expenditure of about 36 per cent of the total estimate. There is every reason to believe that the work remaining to be done can be accomplished within the limits allowed. It is p]roposed to expend the balance on hand and the additional appropriation recommended in maintaining and carrying forward, as authorized, the general project of 1905, printed as House Document No. 181, Fifty-ninth Congress, first session, and adopted by the acts of March 2, 1907, and June 25, 1910, with only such slight modifica- tions as to the extent of dikes and training walls to be raised and strengthened as experience may indicate to be desirable and neces- sary. The additional work proposed is for extension of benefits. In 1872 the' tonnage of vessels arriving and clearing at Savannah Harbor was reported to be somewhat more than 1,000,000 short tons 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 RIVER AND HARBOR IMPROVEMENTS. 383 short tons and the value of imports and exports to $152,000,000. For the calendar year 1909 the total amount of freight received and shipped at the port was 2,767,622 short tons, valued at $186,701,147. The commerce consists principally of naval stores, fertilizer, produce, iron, cotton, lumber, and general merchandise. In the collection of commercial statistics for the calendar year 1909 information has invariably been obtained from primary sources, and collections and tabulations made by committees or boards have not been adopted. This method prevents duplication and, while it may give a result that is too small, it can not give inflated figures. Attention is invited to a detailed discussion of the commerce of Savannah Harbor contained in Appendix O 1, pages 1327-1329, of the Annual Report of the Chief of Engineers for 1909. The effect of the improvement upon freight rates since 1896 has been a reduction of from 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, and a similar map showing conditions on June 30, 1909, opposite page 1332 of the Annual Report of the Chief of Engineers for 1909. 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 1906. ____ July 1, 1909, balance unexpended____-----____--------- __ $469, 955. 53 August 18, 1909, settlement of claim U. S. v. steamship Boliviana_ 1, 000. 00 June 29, 1910, proceeds of sales______-- - -- -____________-_ 292. 45 Amount appropriated by river and harbor act approved June 25, 1910-----------------------------------------------------400, 000. 00 871, 247. 98 June 30, 1910, amount expended during fiscal year: For works of improvement____ $274, 092. 39 - For maintenance of improvement ...........- 70, 344. 16 344, 436. 55 July 1, 1910, balance unexpended ------------------------- __ 526, 811.43 July 1, 1910, outstanding liabilities __.__.... ______-____-- 24, 041. 79 July 1, 1910, balance available-...------------------------- 502, 769. 64 Amount (estimated) required for completion of existing project__ al, 145, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement____________________________ a400, 000.00 1Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O 1.) 2. Savannah River below Augusta, Ga.-This river is navigable from Savannah to Augusta, Ga., a distance of 202 miles. Previous to improvement there were numerous shoals in the river, with less a Exclusive of the balance unexpended July 1, 1910, 384 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 securing 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 project, adopted in 1890, provides for the establishment of a navigable steamboat channel 5 feet deep at ordinary summer 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. The river and harbor act of March 2, 1907, called for a survey of the Savannah River, for 30 miles below Augusta, Ga., where all of the serious obstructions to nagivation were to be found. Report on this survey is printed as House Document No. 962, Sixtieth Congress, first session. It provides a project for the improvement of the entire river, not differing from the project of 1890 in the results to be obtained, but differing in methods of improvement and estimates of cost, particu- larly for the portion of the river covered by the survey. The total estimated cost of the improvement is $360,000, with an annual cost of maintenance of $10,000 until all of the proposed work has been completed, after which it may be possible to reduce the amount to $4,000 or $5,000 a year. This project was adopted by the river and harbor act of June 25, 1910, and Congress declared its intention to complete the work in four years. The amount expended upon the work under the project of 1890, up to June 30, 1910, was $438,976.69 (of which $80,523.23 was for main- tenance), which, added to the amount previously expended, gives a total expenditure for this work of $532,456.78. 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 project of 1890 has resulted in the removal of great numbers of snags and stumps from the river channel and the cutting of numerous overhanging trees on the banks. Sand bars have been removed by means of training dikes and shore protec- tion at 13 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: Two thousand seven hundred and thirty-four snags and 150 stumps were removed from the channel and 1,657 over- RIVER AND HARBOR IMPROVEMENTS. 385 hanging trees and 100 logs were cut on the banks. A training wall, 1,446 feet long, on the Georgia side of the river, and a shore-protec- tion dike, 1,112 feet long, on the South Carolina side of the river, were constructed at Tweedy's bar; a training wall, 600 feet long, on the South Carolina side, and a shore-protection dike, 400 feet long, on the Georgia side, were constructed at Canoe Cut bar; and a train- ing wall, 1,573 feet long, was constructed at Kirk's bar. Assistance was rendered by the snag boat Tugaloo to the sunken steamer Katie, and the repairs and alterations to the snag boat, begun the preceding fiscal year, were completed. The proportion of the project of 1890 accomplished up to June 30, 1910, 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 near Augusta, where the controlling depth at an ordinary stage of sum- mer low water is 3 feet. The river very rarely goes below 3 feet and rises more than 30 feet in times of floods, frequently standing for long periods at several feet above summer low water. Existing train- ing and shore-protection dikes are in a generally fair condition, though many of them should receive current repairs. 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 the accomplishment of the new project adopted by the act of Congress approved June 25, 1910, and toward keeping the channel cleared of snags and similar obstructions, and in repairing existing training and shore-protection dikes where nec- essary. The additional work proposed is for extension of benefits. Prior to the improvement the commerce was small, but its quantity unknown. The total commerce of the river during the calendar year 1909 amounted to 35,400 short tons, valued at $5,384,924. It consists principally of cotton and cotton-factory products, naval stores, fer- tilizers, and general merchandise. There was also rafted down the river during 1908 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 reduction 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. Report on examination and survey of the Savannah River, for 30 miles below Augusta, will be found printed as House Document No. 962, Sixtieth Congress, first session. Report on examination and survey of Savannah River at Augusta, ordered by the river and harbor act of March 3, 1909, will be found printed as House Docu- ment No. 487, Sixty-first Congress, first session. 56932°-ENG 1910--25 386 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended.---------------------------- $30, 479. 72 December 28, 1909, allotted from emergency appropriation, river and harbor act of March 3, 1909-4,-------------- -___ - 4, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------- 70, 000. 00 104, 479. 72 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--_ -------------------------------------- 33, 780.73 July 1, 1910, balance unexpended____-__ -__-___________--_ 70, 698. 99 July 1, 1910, outstanding liabilities------------_______________ -- 84.77 July 1, 1910, balance available _________________ _______- 70, 614.22 Amount (estimated) required for completion of existing project___ a290, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance--------- a 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 O 2.) 3. Savannah River at Augusta, Ga.-The city of Augusta is situ- ated at the point where the slope of the river changes from a steep to a gradual incline, and consequently is subjected to sudden and severe freshets. These freshets develop a very high velocity of cur- rent which attacks the banks of the stream, particularly on the Augusta side, and with every high freshet a loss of bank occurs. The material thus eroded is carried into the river and furnishes the mate- rial with which the bars are made, which prevent or obstruct naviga- tion at low water and render the improvement of the river by regula- tion almost impossible. The river and harbor act of March 3, 1909, authorized an examina- tion and survey of the river at Augusta, with a view to determining what improvements were necessary in the interest of navigation. Report of this examination and survey will be found printed as House Document No. 487, Sixty-first Congress, second session. This report embodies a project for the riprapping of the river bank along the city front, from Hawks Gully to the steamboat warehouse, a distance of about 7,900 feet, at an estimated cost of $250,000, and recommends that half of this sum be appropriated by Congress and that the other half be provided by the city of Augusta. This project was adopted by the river and harbor act of June 25, 1910, which appropriated $125,000 toward its completion. It is proposed to expend the amount available toward carrying out the approved project, provided that the city of Augusta first deposits its half of the estimated cost of the work with the Treasurer of the United States. Amount appropriated by river and harbor act approved June 25, 1910-- ---------------------------------------------- $125, 000.00 July 1, 1910, balance unexpended_.--------------------------- 125, 000. 00 (See Appendix O 3.) 4. Savannah River above Augusta, Ga.-This portion of the Savan- 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 *Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 387 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. 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, 1910, was $24,867.65, which, added to that previously expended, gives a total for this work of $63,867.65. No funds have been expended 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 channels are difficult to navi- gate and are capable of greater improvement. The proportion of the approved project accomplished up to June 30, 1910, was about 62 per cent. Authority has been granted to two private companies to construct dams across the Savannah River, one about 8 miles above the city of Augusta and the other about 27 miles above. The latter dam is to be 60 feet high and provided with locks of sufficient size to pass an ordi- nary river steamboat. The plans of the former dam have not yet been approved. The pools formed by these dams will drown out the prin- cipal shoals on that portion of the river now under improvement, and when they are completed and the locks ready for operation, a new survey should be made and a new project prepared to conform to the new conditions. The work of the year was for improvement, and consisted in the removal of 14 snags and 20 bowlders from the channel and cutting 268 overhanging trees and 31 logs on the banks, and the placing of 276 cubic yards of rock in repairing existing dams. It is proposed to apply the available balance 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 short tons of freight went upstream and about 12,000 bales of cotton came down. The freight carried on the river consists of cotton, hay, grain, fertilizers, cord wood, and general merchandise. There are no estab- lished lines of boats. The freight is transported in flatboats or pole boats belonging to private individuals. It has been impossible to obtain anything like complete figures giving the commerce for the calendar year 1909, but it is probable that it did not differ greatly from the customary amount for the past 8 years, which has averaged 2,995 short tons, valued at $169,780. 888 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1909, balance unexpended--------------------------------$995. 60 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------------------- 3, 000.00 3, 995. 60 June 30, 1910, amount expended during fiscal year, for works of improvement -------------------------------------------------- 863.25 July 1, 1910, balance unexpended---------------------------- 3,132.35 Amount (estimated) required for completion of existing project---- a5, 000. 00 (See Appendix O 4.) 5. Harbor at Darien, and Doboy bar, Georgia-(a) Darien Har- bor.-This harbor is navigable from its mouth to the town of Darien, a distance of 13 miles. In its original condition it was obstructed at seven points by shoals, with mean low-water depths of from 6 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, 1910, was $157,365.96 (of which $20,572.75 was for maintenance), which, added to the amount previously expended, gives a total for this work of $165,365.96. 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. No work was done during the fiscal year, no funds being available. On June 30, 1910, the controlling depth in the harbor was 10 feet at mean low water, shoaling having occurred at several 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 work proposed is for maintenance only. The total tonnage for 1878 was estimated at about 200,000 short tons and the value of exports at between $600,000 and $700,000. The commerce consists almost entirely of lumber and timber, and in 1909 the total shipments amounted to 44,150.000 feet, valued at $610,650. In addition there was 58,560,000 feet rafted through the harbor to Sapelo and to Savannah and Brunswick. The local freight handled at the port during 1909 amounted to 4,000 short tons, valued at $130,000. 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 Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 389 A list of the reports of the Chief of Engineers in which the project 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 con- solidated with Doboy bar, Georgia. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ $10, 000.00 July 1, 1910, balance unexpended-------------------------------- 10,000.00 (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 Congress of March 3, 1899, provides for creating a channel by dredging 24 feet deep at mean high water and 300 feet wide, estimated 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, 1910, was $49,134.04, which, added to the amount previously expended, gives a total expenditure for this work of $54,929.44. No funds have been expended for maintenance. By act of Congress approved June 13, 1902, this work was consoli- dated with Darien Harbor. No work was done duriig 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 a recent examination shows that it has shoaled until it only affords a depth of 7 feet at mean low water. The mean rise and fall of the tide is 7 feet. Practically no advancement has been made toward the completion of the project and it is quite doubtful if the desired improvement at this bar can be effected by dredging alone, except at great cost. None of the natural or artificial 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 composing them is easily transported by the littoral currents, which are very strong in this vicinity under the influence of northeast or southeast winds. The controlling depth in the channel across Doboy bar, which was worked on in 1902, is about 9 feet. The channel which has been in use for several years affords a depth of about 10) feet at mean low water and has a bad turn in it. The examination of the bar, made during the fiscal year, shows that a better and straighter channel exists just south of the improved channel, with a least depth of approximately 12 feet. This channel was recently buoyed out and is used in preference to the south channel. 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 1909 12,037,000 feet of lumber, valued at $168,918, crossed the bar. 890 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 5.) 6. Sapelo Harbor, Georgia.-There is no town or commercial harbor on Sapelo Sound. The harbor, so called, is situated on what is known as Front River, a deep tidal creek, 6 miles long, emptying into Sapelo Sound. It is shown upon Coast and Geodetic Survey Chart No. 444. Upon it are located certain docks and mooring places made use of for the shipment of lumber and timber brought in rafts from Darien, some 27 miles distant, and from other points along the inside waterway. Only the lower 2 miles of river are made use of for purposes of commerce, and in this section there are three shoals which interfere with navigation. The bulk of the business, however, is carried on below the upper shoal. The project for the improvement of this harbor will be found printed as House Document No. 561, Sixty-first Congress, second ses- sion. It provides for the dredging of a channel through the two lower shoals, 150 feet wide and 17 feet deep, at mean low water, at an estimated cost of $21,000, with such amount for maintenance, not exceeding $1,750 annually, as experience may determine necessary. The river and harbor act approved June 25, 1910, adopted this proj- ect and appropriated $10,000 toward carrying out the improvement. No work has yet been done. During the calendar year 1909, 32,113,000 feet b. m. of lumber and timber, valued at $401,412, was shipped from the wharves situated on Front River. It is proposed to expend the available balance and additional appropriation recommended in dredging the channels provided for by the approved project. Amount appropriated by river and harbor act approved June 25, 1910__ $10, 000 July 1, 1910, balance unexpended ------------------------------- 10, 000 Amount (estimated) required for completion of existing project_-__ a11, 000 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ ___________________ _________ all, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O 6.) 7. 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. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 391 The original project of improvement, submitted in 1875, contem- plated a channel 4 feet deep and 80 feet wide from Macon to Darien 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, $64,776.59. 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, 1910, was $104,952.82 (of which $24,188.64 was for main- tenance), which, added to the amount previously expended, gives a total expenditure for this work of $169,729.41. 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 3 rock shoals, 6 sand bars, numerous snags, sunken logs, stumps, and overhanging 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 sec- tion of the river is affected by the tides. The worst shoal is at Coupers bar, which at low water has only about 3 feet of water, but by waiting 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 summer 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 during the year for maintenance consisted of the removal from the channel of 509 snags, 45 stumps, an old log float, and the sunken river steamer Wilmington; the cutting of 505 over- hanging trees and the girdling of 10 large trees on the banks of the stream. Work for improvement consisted of the completion of the removal of the rock shoal at Town Bluff and the removal of rock at Hell shoals, there being a total of 1,623 cubic yards of rock removed from the two localities. The proportion of the approved project accomplished up to June 30, 1910, was about 90 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, protecting caving banks, and in repairing 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 short tons annually, val- ued at about $1,000,000. During the calendar year 1909 it amounted to 41,000 short tons, valued at $2,295,000. There was also rafted 392 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. down the river during the same period 50,424,000 feet b. m. of tim- ber, valued at $747,125. 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. The river and harbor act of March 3, 1909, called for an examina- tion and survey of the Altamaha River system, with a view to the further improvement of this system of rivers, consisting of the Altamaha, Oconee, and Ocmulgee. The survey was in progress at the close of the fiscal year and it is expected that a report can be sub- mitted to Congress at its next session. July 1, 1909, balance unexpended---------- $18, 275. 23 Allotted from appropriation made by river and harbor act approved June 25, 1910----------------------------------------------- 20, 000. 00 38, 275. 23 June 30, 1910, amount expended during fiscal year: For works of improvement-----------------------$3, 893.14 For maintenance of improvement--------------- 7, 000. 00 10, 893. 14 July 1, 1910, balance unexpended------------------------ 27, 382.09 July 1, 1910, outstanding liabilities---------------------------- 354. 75 July 1, 1910, balance available---------------------------------- 27, 027. 34 Amount required for expenditure in fiscal year ending June 30, 1912, 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) Oconee 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 except 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 a See consolidated money statement on page 397. RIVER AND HARBOR IMPROVEMENTS. 393 channel 3 feet deep at ordinary summer low water from Milledge- ville 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 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, 1910, was $165,947.40 (of which $25,444.47 was for maintenance), which, added to the amount previously expended, gives a total ex- penditure for this work of $210,769.58. A total of $669.27 has been received from sales of unserviceable property, which was deposited to the credit of the appropriation. As a result of this expenditure numerous snags and logs, bowlders, and overhanging trees have been removed, several cut-offs opened and others closed, six training dikes and one spur dam and 800 linear feet of shore protection built, and seven rock shoals and several sand shoals removed, and two rock shoals partially removed, all below Milledgeville. Between the Georgia Railroad bridge, above Milledge- ville, and the northern boundary of Greene County, the most trouble- some obstructions have been removed from the channel and numerous overhanging trees and logs cut on the banks. Work done during the year for maintenance consisted of the re- moval of 2,016 snags and 164 stumps from the channel; the cutting of 3,165 overhanging trees and 64 logs; and the girdling of 103 large trees; the placing of 1,052 cubic yards of brush and 97 cubic yards of stone in the training walls at McLeods Cut and Bonny Clabber, and the placing of 54 cross-ties in the training wall at Bonny Clabber. The work done for improvement consisted of the removal of 197 cubic yards of stone from Quinns shoals, 447 cubic yards from Devils Elbow. 741 cubic yards from Guyton Bluff shoals, and 75 cubic yards from Hobbs Boatyard shoals, and the removal of 540 cubic yards of clay and soft stone from Cheneys Ferry and 1,530 cubic yards of earth from a false point at Bryants floating mill. On June 30, 1910, the controlling depth at ordinary summer low water between the forks and Dublin was 3 feet, though the channel is very crooked and too narrow at several places for easy navigation. Between Dublin and the Central of Georgia Railway bridge, 25 miles above, the controlling depth was 2.5 feet, and between the latter point and Milledgeville, 2 feet. No examination was made during the year of the river from the Georgia Railroad bridge, above Mil- ledgeville, to the northern boundary of Greene County, but it is probable that the controlling depth has remained about the same as previously reported, viz, 2.5 feet. This river occasionally falls below these depths and frequently rises to 20 feet above them. The proportion of the approved project accomplished up to June 30, 1910, was about 90 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, the removal of 394 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rock and sand shoals, in making repairs to existing dikes, and pro- tecting caving banks, and in closing incipient cut-offs and opening others wherever found advisable. The additional work proposed is for extension of benefits between the forks and Milledgeville. No additional work above Milledge- ville is proposed. No reliable statistics of the commerce of the river before the im- provement was begun are available. During the calendar year 1909 the amount of freight carried on the river between the forks and Mill- edgeville amounted to 20,345 short tons, valued at $731,000. There was also rafted on this portion of the river during 1909, 20,575,000 feet b. m. of timber, valued at $307,625. 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 executive documents containing the various projects, map, history of the work, etc., may be found printed on pages 280 and 281 of the Annual Report of the Chief of Engineers for 1905. The river and harbor act of March 3, 1909, called for an examina- tion and survey of the Altamaha River system, with a view to the further improvement of this system of rivers, consisting of the Alta- maha, Oconee, and Ocmulgee. The survey was in progress at the close of the fiscal year, and it is expected that report can be sub- mitted to Congress at its next session. July 1, 1909, balance unexpended_______ ___-___ _ ________-_ $18, 155.32 Allotted from amount appropriated by river and harbor act approved June 25, 1910------------------------ ----------------- 30, 000. 00 June 27, 1910, proceeds of sales_........-------------- 20. 50 48, 175. 82 June 30, 1910, amount expended during fiscal year: For works of improvement_____-------__- ____ $6, 026. 13 For maintenance of improvement__.----------- - 9, 500. 00 15, 52.6.13 July 1, 1910, balance unexpended________________-------- _ 32, 649. 69 July 1, 1910, outstanding liabilities______------_____-- - 1, 775. 77 July 1, 1910, balance available -- _.... __. ________ __ 30, 873. 92 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (c) Ocmulgee River, Georgia.-Inits 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 submitted 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. a See consolidated money statement on page 397. RIVER AND HARBOR IMPROVEMENTS. 395 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, 1910, was $290,550.29 (of which $31,966.56 was for maintenance), which, added to the amount previously expended, gives a total of $369,941.02. A total of $802.26, received from sales of unserviceable property, has 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. The work done during the fiscal year for maintenance consisted of the removal of 304 snags and 24 stumps from the channel, the cutting of 1,574 overhanging trees from the banks, and the girdling of 8 large trees; the raising of 4,299 linear feet of old training wall below Macon and the raising of 600 linear feet of training wall at Davis reach, and the removal of the old hull of the sunken steamer John L. Day. The work done for improvement consisted of the construction of 1,508 linear feet of shore-protection dikes and 757 linear feet of train- ing wall between Macon and a point 5 miles below; the removal of 3,553 cubic yards of stone from various rock shoals between a point 6 miles above Hawkinsville and 30 miles below that city; the con- struction of a deflecting dam and training dike at Taylors Bluff, 4 miles above Hawkinsville, and the removal of 701 cubic yards of clay from Tanyard shoals and Seven Sycamore shoals. On June 30, 1910, the controlling depth between the forks and a point 45 miles below Macon was 3 feet at ordinary summer low water, and between the latter point and Macon it was about 21 feet. The river occasionally falls a foot below the ordinary summer stage and frequently rises 20 feet above. The establishment of a channel 3 feet deep at ordinary summer low water, from Macon to the mouth, has been accomplished, but there are many places where the channel is too narrow and crooked for easy navigation. While a 3-foot depth was maintained for a short period through the sand shoals just below Macon when the various training walls were constructed, the bed of the river has been raised about 2 feet since their construction and no permanent improvement can be expected until the banks are revetted and the sand shoals removed by dredging. Most of the work done during the year was of a permanent nature and navigation through the rock shoals above and below Hawkins- ville has been very much improved. Technically, the approved project was accomplished on June 30, 1910, but there are several places between Macon and The Forks where the 3-foot depth will have to be restored. 396 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the available balance and the additional appropriations recommended to the removal of logs, snags, stumps, and overhanging trees; in the removal of rock shoals; in the con- struction of the necessary shore protections and training dikes; in making repairs to the existing dikes; in closing incipient cut-offs and in opening others wherever deemed advisable; and in the construction of a barge, equipped with a centrifugal pump for dredging sand shoals. This dredge, adopted as an auxiliary means for restoring and main- taining the channel depths through the sand shoals, can also be used on either of the other rivers as required. The additional work proposed is for the extension of benefits. No reliable statistics of the commerce of the river before improve- ment was begun are available. In 1909 the freight carried on the river amounted to 17,400 short tons, valued at $990,000. Besides this, 26,460,000 feet b. m. of timber was rafted down the river, valued at $225,800. 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. Report of preliminary examination of the river between Macon and Hawkinsville, with a view to its improvement by locks and dams, will be found printed as House Document No. 358, Sixty-first Congress, second session. The river and harbor act of March 3, 1909, called for an examina- tion and survey of the Altamaha River system with a view to the further improvement of this system of rivers, consisting of the Alta- maha, Oconee, and Ocinulgee. The survey was in progress at the close of the fiscal year and it is expected that report can be submitted to Congress at its next session. July 1, 1909, balance unexpended------------------------------- $12, 544. 04 Amount allotted from appropriation made by river and harbor act approved June 25, 1910_ 11 1 40, 000. 00 1_ _-------- 52, 544.04 June 30, 1910, amount expended during fiscal year: For works of improvement ----------------------- $7, 700. 00 For maintenance of improvemnent------------------ 4, 482. 80 12, 182. 80 July 1, 1910, balance unexpended ------------------------------ 40, 361. 24 July 1, 1910, outstanding liabilities------------------------- 40. 00 July 1, 1910, balance available----__ - ___40, 321. 24 Amount required for expenditure in fiscal year ending June 30, 1912, 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 consolidated money statement on page 397. RIVER AND HARBOR IMPROVEMENTS. 397 CONSOLIDATED. ___ July 1, 1909, balance unexpended ---------------------------- $40, 764.18 June 27, 1910, amount received from sales------------------- 20. 50 Amount appropriated by river and harbor act approved June 25, 1910 ------- ----------------------------------------- 90, 000. 00 130, 784. 68 June 30, 1910, amount expended-during fiscal year: For works of improvement--------------------$17, 619. 27 For maintenance of improvement--------------- 20, 982. 80 38, 602. 07 July 1, 1910, balance unexpended---------------------------- 92, 182. 61 July 1, 1910, outstanding liabilities----- ----------------------- 2, 170. 52 July 1, 1910, balance available--- -------------------------- 90, 012. 09 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement--------------------- _. a 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 O 7.) 8. 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. 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. During the previous fiscal year a legal title was secured, without cost to the United States, from the city of Brunswick for that por- tion of the desired right of way owned by the city. During the past fiscal year, after an extended correspondence, permission was secured, without cost to the United States, from the owners of the balance of the marsh lands for the construction of the rest of the canal. During the fiscal year bids were invited and received for carrying out such portion of the proposed work as could be done with the funds available. The bids received were considered unfavorable and were rejected. The act of Congress approved June 25, 1910, appro- priated $20,700, the balance of the estimate of cost of this improve- ment, and early in the coming fiscal year the entire work will be un- dertaken and carried to completion. The amount expended to June 30, 1910, was $60.52, which was for printing specifications for dredging and for newspaper advertise- ments inviting bids. It is proposed to apply the available balance to the completion of the project. a Exclusive of the balance unexpended July 1, 1910. 398 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reports of examination and survey are printed on page 1669 of the Annual Report of the Chief of Engineers for 1904. July 1, 1909, balance unexpended -------------------- $20, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 20, 700. 00 40, 700. 00 June 30, 1910. amount expended during fiscal year, for works of improvement ------------------------------------------------- 60. 52 July 1, 1910, balance unexpended------------------------------- 40, 639. 48 (See Appendix O 8.) 9. Brunswick Harbor, Georgia.-Previousto June 13, 1902, the ap- propriations 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, at a cost of $270,000. 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 com- pleted in July, 1905, and expenditures since have been for main- tenance. 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 RIVER AND HARBOR IMPROVEMENTS. 399 money should be expended inside harbor lines theretofore or there- after established in said creek. With these funds a channel was dredged to 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, of which $19,596.82 was for mainte- nance. This, added to the amounts previously expended, gives a total expenditure for the work up to June 30, 1907, of $697,879.25. 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. 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 Brunswick 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 Bruns- wick 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 accomplished mainly by dredging; but the extension of the existing training 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 mainte- nance 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, all of which has been appropriated. The amount expended under the present project ip to June 30, 1910, was $467,585.75, and resulted in the dredging of a channel in East River, opposite the city of Brunswick, about 8,500 feet in length, 350 feet in width, and 30 feet in depth at mean high water, except for two small areas on the extreme eastern edge of the channel composed of refractory material and which was not required to be removed under the contract in force; the dredging of a channel about 4,700 feet in length, 150 feet in width, and 30 feet in depth at mean high water, in Academy Creek; the dredging of a channel in Turtle River, opposite Buzzards Island, about 3,500 feet in length, 300 feet in width, and 30 feet in depth at mean high water, except at one point on the upper shoal where refractory material was encountered; the dredging of a channel opposite Brunswick Point, about 5,000 feet long, 150 feet wide and 30 feet deep at mean high water; and the dredging of a channel on Brunswick bar, 4 miles long, 400 feet wide and 30 feet deep at mean high water. During the fiscal year dredging operations were continued under contract for creating the projected channels through the shoal oppo- site Brunswick Point and across the bar, a total of 60,119.2 cubic 400 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. yards of material being removed from the former and 210,752.8 curbic yards from the latter. All dredging was completed at Brunswick Point on November 15, 1909, and on the bar on November 23, 1909. A contract was made for the removal of the refractory material in the inner harbor, and work will be begun early in the coming fiscal year. The total amount expended for the improvement of Brunswick Harbor up to June 30, 1910, was $1,165,465. The proportion of the present project accomplished on June 30, 1910, was--Brunswick bar, Academy Creek, and Brunswick Point, completed; and 90 per cent for East and Turtle rivers. The controlling depth on the bar is 30 feet at mean high water; at Brunswick Point, 31 feet at mean high water; in East River, 30.5 feet; in Turtle River, upper shoal, 27 feet, lower shoal, north of cen- ter range, 29 feet, and on center range and to the south of same, 24.5 feet; and in Academy Creek, 22 feet. The general depth in East River and Turtle River is 30 feet, and these lesser depths are simply a few high points of. refractory material for the removal of which a new contract has been made. The mean rise and fall of tide on the bar is 6.6 feet; at Brunswick Point, 6.9 feet; and at the city of Brunswick, 7.05 feet. It is proposed to apply the available balance and additional appro- priation recommended in the removal of the refractory material above mentioned, thus completing the approved project, and in maintain- ing the improvement. The additional work proposed is for extension of benefits. Before improvement in 1880 the annual commerce of Brunswick Harbor amounted to about 100,000 short tons, valued at $1,700,000. The total commerce of the port for the calendar year 1909 amounted to 774,000 short tons of freight, valued at $43,129,000. The commerce consists 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 30 per cent. It has also permitted the regular line coastwise freight steamers to enter and leave the port regardless of the tides, thereby avoiding much loss of time. A list of the Annual Reports of the Chief of Engineers and of docu- ments 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. Maps showing conditions on June 30, 1909, will be found opposite page 1346, Annual Report of the Chief of Engineers for 1909. Reference to report on survey of Brunswick Harbor, inner and outer, provided for by the river and harbor act of March 3, 1905, will be found on page 312 of Annual Report of the Chief of Engineers 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. RIVER AND HARBO IMPROVEMENTS. 401 July 1, 1909, balance unexpended--------------------------- $139, 525. 50 Amount appropriated by river and harbor act approved June 25, 1910------------- ------------ ------------- ---- 50, 000. 00 189, 525. 50 June 30, 1910, amount expended during fiscal year for works of improvement------------------------------------------ 98, 340. 50 July 1, 1910, balance unexpended----------------------------91,185. 00 July 1, 1910, outstanding liabilities----------------------------- 510. 33 July 1, 1910, balance available----------------------------- 90, 674. 67 July 1, 1910, amount covered by uncompleted contracts----------- 31, 080. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_--------------------- a 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 0 9.) 10. 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, 1910, was $144,918.27 (of which $80,408.33 was for maintenance), which, added to the amount expended for Jekyl Creek and Romerly Marsh, $71,108.77, makes a total of $216,027.04. The original estimate for the improvement of this route was com- pleted with the appropriation of $41,000 made by the river and har- bor act of March 3, 1905, but the improvement was still unfinished. This resulted from the small appropriations made, extending the work over a very long period, as fully set forth in a report of the district officer printed on page 1208 of the Annual Report of the Chief of Engineers for 1906. The river and harbor act of March 2, 1907, provided for a resurvey of the waterway to determine the best route for further improvement. Report of this resurvey, with esti- mate of cost, is printed as House Document No. 1236, Sixtieth Con- gress, second session. All work done during the fiscal year was for maintenance and con- sisted of the following: Dredging operations were continued from the preceding year, a total of 6,167 cubic yards being removed. The work was completed July 19, 1909. The oyster shell training wall in Jekyl Creek was extended 1,000 feet and the elevation of the crest a Exclusive of the balance unexpended July 1, 1910. 56932°-ENG 1910-26 402 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. brought up to 44 feet above mean low water, and a closing dam was placed in Mud Creek, which empties into Jekyl Creek. A total of 2,869.74 tons of stone were placed, under contract, on the jetty at the mouth of Jekyl Creek, which raised 800 feet of the jetty to mean high water, the work being in progress at the close of the year. A cluster of 4 piling was placed to mark the outer end of this jetty. The completion of the work at Skidaway Narrows (see Appendix 0-9, pp. 354-355, Annual Report of the Chief of Engineers for 1909) has made this an integral part of the inside route, shortening the distance by 6 miles between Savannah and Fernandina and ren- dering further work by the way of Parsons Cut unnecessary. This makes the proportion of the approved project accomplished up to June 30, 1910, 90 per cent, and Skidaway Narrows should hereafter cease to be regarded as an independent work, but be treated as a por- tion of the inside route. On June 30, 1910, the controlling depth between Savannah and Fernandina was 6 feet at mean low water, by way of the new route through Skidaway Narrows, except at the mouth of Mud River, where the controlling depth was 5 feet. By way of the old route through Parsons Cut the controlling depth was 2 feet. By waiting on the tides, however, at Parsons Cut, Skidaway Narrows, and Mud River, a navigation in excess of 7 feet could be carried by either route be- tween Savannah and Fernandina. Between Brunswick and St. Andrews Sound 37 vessels were towed through Jekyl Creek during the calendar year, which otherwise would have had to enter through St. Andrews Sound, involving an addi- tional cost to the charterers. The towing of timber rafts is also car- ried on to much better advantage now than before improvement and less time is now lost, waiting on the tide, where shoals previously existed. 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 restoring 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 1909 the commerce amounted to 54,007 short tons of freight, valued at $2,067,998. There was also towed in rafts on this route during 1909, 70,573,000 feet b. m. of timber, valued at $1,008,500. 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 documents containing the various projects, maps, history of the work, etc., may be found printed in the Annual Report of the Chief of Engineers for 1905, page 285. Report of a resurvey of the route will be found printed as House Document No. 1236, Sixtieth Con- gress, second session. RIVER AND HARBOR IMPROVEMENTS. 403 July 1, 1909, balance unexpended --------------------------- $31, 647. 53 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 12, 500. 00 44,147. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 16, 565. 80 July 1, 1910, balance unexpended -------------------------- 27, 581. 73 July 1, 1910, outstanding liabilities----------------------------- 937. 78 July 1, 1910, balance available------------------------------ 26, 643. 95 July 1, 1910, amount covered by uncompleted contracts----------- 7, 388. 68 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement________________________ a 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 O 10.) 11. Skidaway Narrows, Georgia.-In its original condition the narrows was a narrow, tortuous waterway, formed by two creeks which united at their heads at the meeting place of the tides, con- necting Burnside River with Skidaway River. In its natural con- dition it was navigable only at high water by small sailboats and 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. 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 abandon this route, principally on account of the difficulty in obtain- ing the desired right of way through private property. A new route, following practically the course of the narrows, was adopted. The estimated cost of the improvement by the new route is $55,000. The amount expended up to June 30, 1909, was $55,000. This expenditure completed the improvement, providing a channel 6 feet deep at mean low water, with a bottom width of 75 feet in the straight portions, and 90 to 200 feet at the bends, from deep water in Skidaway River to deep water in Burnside River. All work pro- vided for under the project was completed November 20, 1908. No work was done during the past fiscal year. *The completion of this improvement makes it a portion of the inside route between Savannah and Fernandina, and no further ap- propriations are recommended for it. The funds necessary for its proper maintenance are included in the estimate submitted for the inside route. The controlling depth on June 30, 1910, was 6 feet at mean low water. The mean rise and fall of the tide at this locality is 8 feet. a Exclusive of the balance unexpended July 1, 1910. 404 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For commercial statistics, see report on inside water route between Savannah and Fernandina, of which Skidaway Narrows forms a part. (See Appendix O 11.) 19. FernandinaHarbor, Florida, and Cumberland Sound, Georgia and Florida.-This work and the improvement of Cumberland Sound, Georgia and Florida, were consolidated by the river and harbor act approved June 25, 1910. (a) Fernandina Harbor.-As will be seen from Coast Survey 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. T he 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 consisted 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 was $115,000, with $15,000 at periods of every two or three years for maintenance after completion. 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 com- pleted July 28, 1908. No work was done during the fiscal year other than making a sur- vey of the dredged channel in the harbor. On June 30, 1910, the controlling depths in the channel fronting the city of Fernandina were those contemplated in the adopted proj- ect. Very little shoaling has taken place since the project was com- pleted. Soundings indicate some caving in the sides, with the depth on the edges of the channel slightly diminished. The mean rise and fall of the tide is 6 feet. The amount expended up to June 30, 1910, was $110,053.59. It is proposed to expend the available balance and additional ap- propriation recommended in maintaining the improvement. The additional work proposed is for extension of benefits. 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 short tons, and the value of imports and exports estimated at about $2,500,000. The commerce of the port during the calendar year 1909 amounted to 582,000 short tons, with a value of $11,065,000. The chief articles of export are lumber, phosphate rock, and naval stores. RIVER AND HARBOR IMPROVEMENTS. 405 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 has not been practicable as yet to determine what further effect, if any, the improvement of Fernandina Harbor has had upon these rates. A map showing conditions June 30, 1908, will be found opposite page 1358, Annual Report of the Chief of Engineers for 1908. July 1, 1909, balance unexpended $5, 601.91 _------------------------------- Amount transferred from Cumberland Sound, Ga. and Fla....... 6, 987. 19 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------- 45, 000. 00 57, 589. 10 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------- ------------------ 655. 50 July 1, 1910, balance unexpended_---------------------------__ 56, 933. 60 July 1, 1910, outstanding liabilities------------------------------- 442. 55 July 1, 1910, balance available----------4--- ------ 56,491. 05 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ ________________ _ a 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. (b) CumberlandSound, Georgia and Florida.--Inits original con- dition the available depth of 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 6 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 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 com- pletion 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, 1910, was $2,468,023.71 (of which $368,139.31 was for maintenance), which, added to the amount previously expended, gives a total expenditure for this work of $3,400,523.71. A total of $10.90 received from sale of unserviceable property has 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 G Exclusive of the balance unexpended July 1, 1910. 406 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 consisted of the filling in of low places in the north jetty, between stations 10,000 and 19,000, by the addition of 8,095.6 tons of stone, and the filling of one gap near the inner end of the south jetty by the addition of 203 tons of stone. A complete survey of the entrance was made and the results platted. The established sailing range in the ship channel between the jetties has recently been marked by range lights constructed by the Light-House Department. On June 30, 1910, the controlling depth in this channel was 24 feet at mean low water, and over the outer shoal, near the bell buoy, it was 23.2 feet at mean low water, but by slightly changing the sailing course at this latter point, 2 feet can be added to the navigable depth. 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. The additional work proposed is for extension of benefits. As Cumberland Sound merely constitutes the ocean entrance to Fernandina Harbor, 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 ex- ecutive 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. Map showing conditions June 30, 1909, will be found opposite page 1352, Annual Report of the Chief of Engineers for 1909. 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. Map showing conditions June 30, 1908, will be found opposite page 1356, Annual Report of the Chief of Engineers for 1908. July 1, 1909, balance unexpended-------------------- -$35, 061. 37 June 27, 1910, proceeds of sales---------------------------------- 2. 00 35, 063. 37 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 28, 076. 18 July 1, 1910, balance unexpended and transferred to improving har- bor at Fernandina, Fla--------------------------------------- 6, 987. 19 (See Appendix O 12.) RIVER AND HARBOR IMPROVEMENTS. 407 EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Ocmulgee River, Georgia, with a view to the construction of locks and dams between JMacon and Hawkinsville.-Report dated June 24, 1909, is printed in House Document No. 358, Sixty-first Congress, second session. This por- tion of the river is not considered worthy of improvement by means of locks and dams. 2. Preliminary examination and survey of Savannah River at Augusta, Ga., with a view to determining what improvements are necessary in the interest of navigation.-Reports dated April 30 and December 3,1909, respectively, are printed in House Document No. 487, Sixty-first Congress, second session. A plan for improve- ment at an estimated cost of $250,000, one-half of which to be borne by the city of Augusta, is presented. 3. Preliminaryexamination and survey of Sapelo bar and harbor, Georgia.-Reports dated April 30 and October 29, 1909, respectively, are printed in House Document No. 561, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $21,000 is presented. 4. Preliminaryexamination, with estimate of cost of improvement, of Ogeechee and Cannouchee rivers, Georgia.--Reportsdated August 3 and October 28, 1909, respectively, are printed in House Document No. 681, Sixty-first Congress, second session. The proposed improve- ment is not considered worthy of being undertaken by the General Government at the present time. 5. Preliminary examination of Ohoopee River, Georgia.-Report dated September 16, 1909, is printed in House Document No. 682, Sixty-first Congress, second session. The improvement of this stream is not considered worthy of being undertaken by the General Government. The district officer was also charged with the duty of making pre- liminary examinations and surveys provided for in the river and harbor act of March 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Oconee, Ocmulgee, and Altamaha rivers, Georgia. 2. Big Satilla River, from the mouth to Burnt Fort, Ga. 3. Saint Marys River, Georgia and Florida. IMPROVEMENT OF RIVERS AND HARBORS IN THE JACKSONVILLE, FLORIDA, DISTRICT. This district was in the charge of Capt. Geo. R. Spalding, Corps of Engineers. Division engineer, Col. Dan C. Kingman, Corps of Engineers. 1. St. Johns River, Florida.-Thiswork includes the improvement of the bar at the river mouth and the improvement of the channel 408 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 0.8 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 project under which work has been under progress up to June 30, 1910, was that adopted in 1896, and modified in 1903. This proj- ect contemplated 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, the channel to be obtained by dredg- ing, building training walls in the river, and by raising and extending the jetties. The estimated cost of this work was $2,109,750, increased in 1908 to $2,176,750, of which amount $67,000 has not been appro- priated. 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, 1910, was $2,504,741.75, of which $175,175.99 was for construction of a seagoing dredge and $470,745.36 for work of maintenance. The result has been the prac- tical completion of the project, except for a small amount of work to secure full projected channel width through the rock cut at Trout Creek. With the funds expended during the year the following work was accomplished, all of which was for maintenance of the improvement: Placed on the jetties 14,065.9 tons of granite stone which, with the 719.4 tons placed in the previous fiscal year, completes about 25 per cent of the work contemplated under the contract. Of the amount placed during the year, 4,695.23 tons were placed by the United States under open-market purchase, at a cost of $2.55 per cubic yard, in order to advance the work. The excess of the amount over the contract price of $2.24 was borne by the contractor. The total cost of the work to the United States during the fiscal year was at the contract price, $31,507.62, of which amount $3,150.76 has been reserved as retained percentage. The result of this work has been to build up about 1,200 feet of the outer end of the jetty to from 10 to 12 feet above low tide and to fill several low places in south jetty. The work under the con- tract is progressing very unsatisfactorily, and it may be necessary for the United States to take radical steps to advance the work for the proper protection of the channel. From various sections of the channel between St. Johns Bluff and Mayport 581,077.1 cubic yards of material was dredged, restoring channel depths throughout the entire reach and projected widths, ex- RIVER AND HARBOR IMPROVEMENTS. 409 cept at the turn just below Mile Point, at a cost of $92,930.72 to the United States. A considerable amount of this material was compact shell and was placed along the line of the Mile Point training wall for the purpose of securing a foundation for that wall. The obstructive shoals in the completed portion of Trout Creek channel were removed at a cost of $9,750. In this work 7,858 cubic yards of material, mostly loose rock, was removed, restoring the pro- jected depths throughout the 230-foot width of the completed channel. To stop erosion of the shore and consequent deterioration of the channel a bank revetment was built at New Berlin and the old revet- ment at St. Johns Bluff repaired and extended at a cost of $15,773.55. For the protection of Mile Point channel 2,600 feet of training wall was completed and 1,000 feet more was built to an average of 5 feet above the original bottom. This work cost $68,391.40. The U. S. dredge Key West removed 77,373 cubic yards of material from Wards Bank shoal, 40,677 cubic yards from Fulton, Clapboard and Browns Creek shoals, and 15,425 cubic yards from White Shells upper shoal, at a cost of $11,619.39. Under the emergency allotment made May 9, 1910, from the river and harbor act of March 3, 1909, 109,706 cubic yards of material was removed, restoring channel depths for a width in excess of 150 feet from Browns Creek to Brunswick Island, at a cost of $9,980.75. The result of this work has been to place the channel in a fair state of maintenance, except at St. Charles Creek, where the present depth is but 23 feet, and except for the jetties. With the balance available from the above appropriations it is pro- posed to continue work on the jetties and to restore depths at St. Charles Creek. The river and harbor act of June 25, 1910, adopted the project for a channel 30 feet deep and 300 feet wide from Jacksonville to the ocean, following generally the line of the 24-foot channel, increasing to as much as 600 feet at the bends and through the jetties, and appro- priated $300,000 to begin the work as outlined in House Document No. 611, Sixty-first Congress, second session. The total estimated cost of the work is $2,852,000, which includes the widening of the channel opposite Mayport to 800 feet in excess of channel width to provide an anchorage basin for schooners awaiting favorable weather. The channel between the jetties has maintained itself remarkably during the year, indicating that the jetties may be relied upon to do their work with efficiency if properly maintained. The channel over the outer bar continues to increase in cross sec- tion, especially in depth, indicating that a depth over the present projected one could probably be maintained were the channel through Wards Bank trained and concentrated by dredging. It is believed. that to properly continue their present. efficiency, the north jetty should be restored throughout to its projected height and section and that the south jetty should be also raised to its original height for at least one-half its length. The district officer estimates that the sum of $200,000 will be re- quired for restoring the jetties to their original cross section where indicated as being desirable and invites attention to the fact that this work is not covered by the new project, although the maintenance by dredging and bank protection and the rock removal at Trout Creek are included in said project. 410 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 in fact from the mouth to Lake Washington, a distance of 276 miles, but for deep-draft vessels only as far as Jacksonville, 27.5 miles. The head of steamboat navigation is Lake Poincett, 252 miles from the mouth. The estimated value of the commerce for 1909 is $77,323,286. Tonnage (in short tons) 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; 1908, 1,589,126; 1909, 2,015,820. The commerce of this port increased 26.8 per cent over that of the preceding year. This increase was due to the general improvement of business conditions throughout the country, to the increasing for- eign business of the port, and to the better terminal facilities which are being furnished. The commerce of the port is in cement, coal, cotton, fertilizer materials, phosphate rock, lumber, fruits, and gen- eral merchandise. During the year a steamer line to Miami was established. The port statistics for the year are accurate, having been carefully compiled by a thoroughly efficient man employed by the Jacksonville Board of Trade solely for that purpose. More detailed information may be found in Reports of the Chief of Engineers as listed on page 329 of Report for 1907, and in House Document No. 611, Sixty-first Congress, second session. It is proposed to' expend the available balance in prosecuting the work of raising the jetties and maintenance dredging under contract and with hired plant and by instituting the work of the new project. It is proposed to apply the amount estimated as a profitable expen- diture in the fiscal year ending June 30,1912, to continuining improve- ment according to project adopted June 25, 1910. While the sum named ($425,000) is probably all that will actually be required for the next year's operations, it is apparent that this large and important project can be most economically and advantageously prosecuted on a larger scale, and it is recommended that the appropriation of this amount in cash be supplemented by a contract authorization of not less than $500,000 in order to provide for the work necessary to secure an increase in depth of at least two feet at an early day. July 1, 1909, balance unexpended_--------- ---------------- $299, 640. 45 ------------------------- Receipts from sales-________ 12. 97 May 9, 1910, amount allotted from emergency appropriation, act March 3, 1909------------------------------------------ 16, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------------- 300,000.00 Rent of U. S. dredges St. Johns and Jacksonville-- ---------- 19, 751. 02 635, 404. 44 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------$6, 439. 98 For maintenance of improvement------------- 242, 811.97 249, 251. 95 July 1, 1910, balance unexpended_____------------ -------- 386, 152. 49 July 1, 1910, outstanding liabilities--------------------------- 21, 000. 00 Jily 1, 1910, balance available ----------------------------- 365, 152. 49 RIVER AND HARBOR IMPROVEMENTS. 411 July 1, 1910, amount covered by uncompleted contracts-------...... $103, 384. 53 Amount (estimated) required for completion of existing project_ a 2, 552, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_______------------------------- a 425, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 1.) B. 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 channel and the pierhead lines at the city of Jacksonville the depths are in many places considerably less than 24 feet. A project for securing 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 Rail- way 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. The total expenditure to June 30, 1910, was $351,500, of which $3,500 was expended for purchase of a site for a warehouse and wharf for the plant engaged on the St. Johns River work, and $1,105.82 for surveys necessary to relocation of harbor line monuments. The expenditure during the year was for continuing the work of improvement by rock excavation, a total of 49,388.46 cubic yards of material having been removed. The result of this work has been to secure a clear depth of 24 feet between the channel and the pierhead line from the Florida East Coast Railway bridge to the west side of Catherine street and a clear depth of 21 feet over nearly all of the remaining section. The project is 65 per cent completed. Pending the completion of work at other points on the river deemed more urgent, no recom- mendation is made at the present time for further appropriation in connection with this improvement. The average rise and fall of tide is 0.8 foot, although under special 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. The work so far completed has, it is believed, had an advantageous effect on freight rates, as it has permitted deeper draft vessels to reach the wharves, thus obviating the necessity of lightering to midstream. July 1, 1909, balance unexpended_----------------------____ $61, 501. 39 Receipts from sales __ ----------- ________---------- __- .85 Amount appropriated by river and harbor act approved June 25, 1910-------- ------------------------------------ 115, 000. 00 176, 502. 24 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------------------------- 61, 502. 24 July 1, 1910, balance unexpended __ ___-____-------------115, 000. 00 Amount (estimated) required for completion of existing project_ al00, 000.00 (See Appendix P 2.) a Exclusive of the balance unexpended July 1, 1910. 412 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, was $130,790.79. 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, decreased by shoaling to a least width of 80 feet. Sixty-four per cent of the projected work had been completed be- fore the beginning of the fiscal year. The expenditures during the fiscal year have been entirely for maintenance, a total of 92,070.9 cubic yards having been removed at a cost of $10,484.51. The result of this work has been the restoration of channel depths throughout to a least width of 80 feet. The river is navigable to Lake Washington, a distance of 276 miles. The head of steamboat navigation at present is Lake Poinsett, 252 miles from the mouth of the river. 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. This channel, however permits light-draft schooners to load at Palatka with cypress lumber from the large mills at that place, and a diminution in depth in the channel, requiring lightering of this mate- rial to Jacksonville, would, it is thought, raise the freight 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. For examination and survey ordered by river and harbor act of March 2, 1907, see House Document No. 1111, Sixtieth Congress, second session. The river and harbor act of June 25, 1910, appropriated $32,400 for continuing this improvement. The same act also authorized a reexamination of this section of the river with a view to securing increased depth. Pending the submission of a report on this ex- amination, no recommendation is made for further appropriation in connection with the existing project. The commerce of the upper St. Johns is chiefly in lumber, shingles, building material, and general merchandise. Tonnage (in short tons) 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; 1908, 347,764; 1909, 379,864. RIVER AND HARBOR IMPROVEMENTS. 413 July 1, 1909, balance unexpended_______--- ____----- -____- $3, 843. 50 March 18, 1910, amount allotted from emergency appropriation, act March 3, 1909------------------------------------------ 8, 640. 00 Amount appropriated by river and harbor act approved June 25, 1910 .....-------------------------------------------- ---- 32, 400. 00 44, 883. 50 June 30, 1910, amount expended during fiscal year: For works of improvement---------------------- $343. 50 For maintenance of improvement ---------- _ 11, 290. 79 11, 634. 29 July 1, 1910, balance unexpended __________-______ ___ - 33, 249. 21 July 1, 1910, outstanding liabilities_--- ----.- - -__ _ 100. 00 July 1, 1910, balance available----___------ .....-.--- - 33, 149. 21 Amount (estimated) required for completion of existing project___ a32, 600. 00 (See Appendix P 3.) 4. St. Johns River, Florida,Palatkato Lake Harney.-Previousto the passage of the river and harbor act of June 25, 1910, and, in fact, to the close of the fiscal year ending June 30, 1910, work on the St. Johns River above Palatka had been confined to that section of the river between Lake George and Lake Monroe and especially to the estuary at the upper end of Lake George known as Volusia bar and for that reason the improvement has been carried as "Volusia bar, Florida," in previous reports. Before improvement the channel at this locality was very crooked, with a low-water depth of between 3.5 and 4.5 feet, and the project for its improvement, adopted in 1879 and modified in 1887, provided for the construction of two converging jetties and for dredging, 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, 1910, was $50,838, of which $25,838 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 water. The expenditures during the fiscal year consisted in dredging at various shoals and repair work to the pile dike at Volusia bar. A total of 9,710 cubic yards of material was removed at a cost of $3,994.68, restoring channel depths throughout the section from Lake Monroe to Lake George. The head of steamboat navigation is Lake Poincett, 252 miles from the mouth. The river and harbor act of June 25, 1910, adopted a new project which contemplates the securing of a channel 8 feet deep and 100 feet wide from Palatka to Sanford, and 5 feet deep and 100 feet wide from Sanford to Lake Harney, and appropriated $32,400 for instituting the work under the project, in accordance with the report published in House Document No. 1111, Sixtieth Congress, second session, at an estimated cost of $129,600, with $6,000 annually for maintenance. aExclusive of the balance unexpended July 1, 1910. 414 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to expend the amount estimated as a probable ex- penditure in the fiscal year ending June 30, 1912, in continuing the new project and for maintenance during construction. The usual variation of water level is 2 feet; the extreme variation, 3 to 5 feet. 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. The river is navigable in fact to Lake Washington, a distance of 276 miles from its mouth. For more detailed information see Report of the Chief of Engineers for 1896, pages 1313-1314; for 1897, page 1550; for 1905, page 1296 and House Document No. 1111, Sixtieth Congress, second session. The commerce of this portion of the river is chiefly in grain, fer- tilizers, naval stores, vegetables, and general merchandise. The esti- mated value of the commerce for 1909 is $3,910,850. Tonnage (in short tons) 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; 1908, 66,690; 1909, 85,670. July 1, 1909, balance unexpended--------------------------------$5, 002. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------ 32, 400.00 37, 402. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------------5, 000. 00 July 1, 1910, balance unexpended------------------- 32, 402. 00 Amount (estimated) required for completion of existing project...- a 97, 200. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance---------- a 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 P 4.) 5. Oklawaha River, Florida.-Beforeimprovement 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 Oklawaha 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, 1910, the total expenditure under this project was $42,997, of which $20,394.71 was for work of maintenance. During the fiscal year a cut-off just above Grahamville was com- pleted, which removes the worst bend in the river between its mouth and Silver Springs. In addition to this the river was cleaned of snags and overhanging trees between Osceola's Old Field and Gra- hamville. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS,. 415 As a general result, there is a 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, 94 miles from the mouth. Leesburg is the head of steamboat navigation. Silver Springs Run, 5 miles long from the Oklawaha to its head at Silver Springs, affords the best channel of the entire route. 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. The river and harbor act of June 25, 1910, appropriated $20,710 for continuing this improvement, and provided that so much of said sum, together with any funds heretofore appropriated and now re- maining to the credit of said project as may be necessary for that purpose, may be used for the maintenance of levels in the lakes at the head of said stream, especially Lake Griffin. The improvement has no appreciable effect upon freight rates. The commerce of the river is in fruits, vegetables, naval stores, logs, and general merchandise. During the winter months excursion steamers ply between Palatka and Silver Springs, as the river has a very considerable scenic value. Two steamers ply the river the entire year, carrying naval stores and general freight. The river is navigable in fact to Lake Apopka, 130 miles. Tonnage (in short tons) by years: 1898, 4,481; 1899, 4291; 1900, 4,847; 1901, 4,530; 1906, 9,298; 1907, 9,129; 1908, 80,279; 1909, 109,000. For further information see Report of Chief of Engineers for 1896, pages 1314-1316; for 1905, page 1298. July 1, 1909, balance unexpended-----------------------_ $4, 105. 59 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 20, 710. 00 24, 815. 59 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------- ----- 4, 102. 59 July 1, 1910, balance unexpended------------------------------ 20, 713. 00 (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 maybe required in the turns. The estimated cost is $44,000. The total expediture up to June 30, 1910, was $58,140.51, of which $21,453.65 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 project is about 80 per cent completed. 416 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the funds on hand to deepening and widen- ing existing channels, completing the project, and to work of main- tenance. The additional work proposed is to make the improvement available. No work was done during the fiscal year. The available balance was held for contingencies. The river and harbor act of June 25, 1910, appropriated $13,000 for continuing this improvement and for maintenance. The improvement has had no effect on.railroad freight rates, as the stream has no connection with a deep-water port. The river is much used by those engaged in vegetable and fruit culture as a line of com- munication between packing houses and the nearest railroad station, thus causing a very considerable saving to the producer. The river is an important link in the inside passage along the east coast of Florida-and is much used by launches and an auxiliary schooner trading between Lake Worth and Jacksonville. The length of navi- gable channel under improvement by the Government is 77 miles. The stream, or, more properly, the sound, is navigable in fact, partly through private canals, from St. Augustine to Key West, a distance of 490 miles. The commerce during the year amounted to 5,635 short tons, as far as could be determined. This small total by no means indicates the great value to the community of this waterway. For history, description, and project see Report of Chief of Engi- neers for 1896, pages 1318-1320; for 1905, page 1299; for 1906, page 1220. Jupiter Inlet.-This inlet having closed again, an allotment of $2,000 was made June 8, 1909, from the appropriation of $300,000 provided by the emergency river and harbor act of March 3, 1905, to restore the opening. Work began under this allotment July 7, 1909. After a num- ber of unsuccessful attempts to secure a good opening, the work was abandoned on account of very bad weather conditions. Without protecting works, which can not be built except at great expense not justified by commerce, no improvement of any great value can be secured. The locality, for that reason, is not considered worthy of further improvement, and pending the examination called for by the act of June 25, 1910, no further work will be done. The total expediture to June 30, 1910, was $3,127.15. July 1, 1909, balance unexpended_____________________________ a $4, 136. 53 Amount appropriated by river and harbor act approved June 25, 1910_ 13, 000. 00 17, 136. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------------- 1, 889. 57 July 1, 1910, balance unexpended- _- ----------------- 15, 246. 96 (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 a Sale of wood, $5, deposited January 25, 1909, was credited to unallotted balance of appropriation for emergencies in river and harbor works. RIVER AND HARBOR IMPROVEMENTS. 417 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 Conipany 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 jetty on the southern side of the entrance. The total estimated cost of the work authorized by Congress is $546,000, all of which has been appropriated. The total expenditure up to June 30, 1910, was $448,884.19, of which $9,759.17 was for emergency work of maintenance by the con- struction of shore revetment. 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 (in short tons) by years: 1899, 18,089; 1902, 8,390; 1903, 13,319; 1904, 16,788; 1905, 40,700; 1906, 56,405; 1907, 106,010; 1908, 151,280; 1909, 207,001. The work to be done by the United States is rapidly nearing com- pletion, and the attention of the Florida East Coast Railway Com- pany has been called by the district officer to the fact that it will soon be incumbent upon them to complete their portion of the channel. As a result of the work completed, there is a channel 10 feet deep across the bay; the jetties are completed, and while the channel between the jetties is not clean, a draft of 6 feet can be carried through. The project, so far as that part to be done by the United States is concerned, is 90 per cent completed. 56932--ENG 1910---27 418 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the year, a steamer line utilizing the old channel, was established between Jacksonville and Miami. July 1, 1909, balance unexpended--------------------------$192, 039. 07 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------------- 5, 000. 00 197, 039. 07 June 30, 1910, amount expended during fiscal year, for works of improvement -------------------------------------- 85, 163. 61 July 1, 1910, balance unexpended------------------------111, 875. 46 July 1, 1910, outstanding liabilities-----------------------13, 293. 59 July 1, 1910, balance available --------------------------- 98, 581. 87 July 1, 1910, amount covered by uncompleted contracts.--------- 14, 000.00 (See Appendix P 7.) 8. Harbor at Key West, Fla., and entrance thereto.-The entrance referred to is the northwest channel. While Key West Harbor accommodates 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. 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, 1910, was $690,668.66, of which $25,669.70 was for removing reefs from the main channel and for maintenance. As a result the east jetty has been built up to a height of 3 feet above mean low tide for a distance of 5,642 feet, the remaining 5,712 feet being at a level of about 5 feet below mean low tide. The west jetty is about 20 per cent completed, and in its present incomplete state is of very little value. A channel of 17 feet exists over the outer bar and has been main- tained without resort to dredging for three years past. During the past fiscal year a channel of 18 feet deep has been dredged across the inner shoal, but the needed width has not yet been attained. .It is proposed to apply the balance available in widening the present channel, and the additional appropriation recommended to the work of maintenance. It is believed that with these funds the channel can be maintained to the present authorized depth. 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 short tons) by years: 1898, 72,968; 1899, 130,713; 1900, 301594; 1901, 18,863; 1902, 14,146; 1903, 134,043; 1904, 174,305; 1905, 132,744; 1907, 1891258; 1908, 218,692; 1909, 129,125. For further information see listed references on page 335, Report of Chief of Engineers for 1907. RIVER AND HARBOR IMPROVEMENTS. 419 July 1, 1909, balance unexpended--------------------------- $45, 280. 07 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------- -------------------------- 23, 395. 26 July 1, 1910, balance unexpended --------------------------- 21, 884. 81 July 1, 1910, outstanding liabilities----------------------------5, 000. 00 July 1, 1910, balance available------------------------------ 16, 884. 81 Amount (estimated) required for completion of existing project___ a Indefinite. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement________________________ a 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 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. 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 up to June 30, 1910, was $27,801.52, of which $7,025.44 was for maintenance. The project is 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 clearing of Istokpoga Creek. The town of Kissimmee is at the head of navigation. The stream is navigable in fact to the Gulf of Mexico, via Lake Okechobee and Caloosahatchee River, a distance of 309 miles. During periods of extreme drought the river is navigable for launches only, but during eight months of the year steamboat navigation is possible. The commerce of Kissimmee River is in lumber, cattle, fish, naval stores, fruits, vegetables, and general merchandise. Tonnage (in short tons) by years: 1901, 3,670; 1902, 9,655; 1903, 10,652; 1904, 2,863; 1905, 9,911; 1906, 10,111; 1908 (estimated), 10,000; 1909, 23,130. The improvement of the stream has lowered freight rates on the supplies handled 75 per cent. There is no rail communication to the country adjacent to this stream, the only other line of supply being by wagon line over poor roads. The money expended during the year was for maintenance dredging. On June 30, 1910, the river was unusually low, about 1- feet below its mean low-water stage, and there were places in the stream where the available depth was not more than 1 foot. The field work on the survey directed by the act of March 3, 1909, was completed during the year. For reference to previous examination and survey, see page 289, Report of the Chief of Engineers for 1904. a Exclusive of the balance unexpended July 1, 1910. 420 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No estimate is submitted as a probable expenditure for the fiscal year ending June 30, 1912, as it is not thought that any further good can be accomplished under present project. The locality is worthy of improvement, but the project needs revision, and a report thereon is now in preparation in connection with examination and survey authorized by the river and harbor acts approved March 3, 1909, and June 25, 1910. July 1, 1909, balance unexpended_--------------------- $708. 28 Amount appropriated by river and harbor act approved June 25, 1910__ 5, 000. 00 5, 708. 28 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__--------------------- --------------------------- 662. 80 July 1, 1910, balance unexpended-------------------------------- 5, 045. 48 (See Appendix P 9.) 10. Orange River, Charlotte Harbor, and Caloosahatchee River, Florida.-These works were consolidated by the act of June 13, 1902. (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, 1910, was $4,000, of which $2,000 was for work of maintenance. No work was done during the past year. 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 54 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 1909 was $304,278. Tonnage (in short tons) by years: 1896, 1,250; 1902, 7,155; 1903, 8,555; 1904, 3,099; 1905, 2,074; 1906, 6,258; 1907, 4,002; 1908, 3,9361; 1909, 6,886. 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 the Chief of Engineers for 1904, and page 369 of Report for 1908. This locality is worthy of further improvement to the extent pos- sible with available funds. July 1, 1909, balance unexpended- ---- -------___---------- $600. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 1, 500. 00 July 1, 1910, balance unexpended__--- - ________________ 2, 100. 00 July 1, 1910, outstanding liabilities ---------- .------- - 600. 00 July 1, 1910, balance available-.....------- -------- 1, 500. 00 EIVE1t D1A1t,13OI AP IMR0VI1tEN S. 421 (b) Charlotte Harbor and CaloosahatcheeRiver from Puntarasato Punta Gorda.-This project was completed in 1903. The amount ex- pended is $106,000. No work was done during the past year. (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 $10,593.72 has been expended in work of mainte- nance. As a result there is a channel 4 feet deep from Fort Myers to Fort Thompson at ordinary stages of water. With the funds available at the beginning of the fiscal year ob- structing snags, overhanging trees, and shoal places had been re- moved during the year from this portion of the river. The river and harbor act of June 25, 1910, adopted a new project for improvement of this stream between Puntarasa and Fort Myers, in accordance with plan printed in Rivers and Harbors Committee Document No. 8, Sixty-first Congress, second session. It is proposed to provide a channel 200 feet wide and 12 feet deep over the bar at the entrance and 100 feet wide and 10 feet deep thence to Fort Myers, with a turning basin at that point, at an estimated cost of $119,000, with $2,000 annually for maintenance. It is proposed to expend $69,000, estimated as a' profitable expendi- ture in the fiscal year ending June 30, 1912, for the improvement of the river between Fort Myers and the Gulf of Mexico. The maximum draft that could be carried on June 30, 1909, was 7 feet from the river entrance to Fort Myers and thence 4 feet to Fort Thompson, 591 miles above the mouth. 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 Kissimmee River, Lake Okechobee, Caloosahatchee River, and San Carlos Bay form a continuous waterway, navigable in fact from the head of navigation on the Kissimmee River to the Gulf of Mexico, a total distance of 245 miles. From its mouth, in San Carlos Bay, to its source, in Lake Okechobee, the Caloosahatchee River is 84 miles long. The commerce of Caloosahatchee River is in fruits, vegetables, fertilizers, and general merchandise. The value of the commerce for the year 1909 was $1,620,673. Tonnage (in short tons) 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; 1908, 8,064; 1909, 25,448. 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. 422 RERPORT OF THE CHIEF OF ENGINEERS, f. S. ARMY. 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 1900, and on page 369 of report for 1908, and the report of the survey of the lower river made in 1908 is printed in River and Harbor Com- mittee Document No. 8, Sixty-first Congress, second session. July 1, 1909, balance unexpended __-____ -------- - $3, 345. 56 Receipts from sales________-----1. 05 Amount appropriated by river and harbor act approved June 25, 1910_ 50, 000. 00 53, 346. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -------------------------------------------- 3, 039. 28 July 1, 1910, balance unexpended____ - -- - _________-____-______ 50, 307. 33 July 1, 1910, outstanding liabilities_ .------------- - - 307. 33 July 1, 1910, balance available _____..__------________--_ 50, 000. 00 Amount (estimated) required for completion of existing project___ a69, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ____________ __________ _ a69, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. --------------------- July 1, 1909, balance unexpended__--_ $3, 945. 56 Receipts from sales ________ 1. 05 Amount appropriated by river and harbor act approved June 25, 1910_ 51, 500. 00 55, 446. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 3, 039. 28 July 1, 1910, balance unexpended__ ________ __________ -___ 52, 407. 33 July 1, 1910, outstanding liabilities-____________-__________ 907. 33 July 1, 1910, balance available________- -_______________ 51, 500. 00 Amount (estimated) required for completion of existing project ... a69, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ ____________________ ____ a69, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 10.) 11. SarasotaBay, Florida.-Before improvement there was a navi- gable 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 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 a Exclusive of the balance unexpended July 1, 1910. RIVER AND 1HAR3OR IMPROVEMENTS. 423 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. The total expenditure to June 30, 1910, was $66,171.59, of which $21,213.52 was for 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, 1910, was 5 feet to Sarasota, and thence to Caseys Pass, 2 feet. Mean rise and fall of tide is 1.5 feet. The length of the 5-foot channel from Tampa Bay to Sarasota is 20 miles, and the 3-foot channel from Sarasota to Venice is 18 miles. Venice is the extreme southerly point of the channel and may, in fact, be given as the head of navigation. During the winter season, when by far the largest shipments are made, the prevailing winds decrease the mean level of the water in the bay by over a foot. This fact would indicate the desirability of a revision of the project with a view to securing a greater depth with, if necessary, a reduction in width. The river and harbor act of March 3, 1909, provided for a survey of this waterway, with a view to securing a revision. Report on this survey is published in House Document No. 849, Sixty-first Congress, second session. The .river and harbor act of June 25, 1910, appropriated $30,000 for continuing this improvement and for maintenance. The commerce of Sarasota Bay is in naval stores, fruits, vegeta- bles, fertilizers, fish, lumber, and general merchandise. The tonnage for the year as given by the steamboat agent at Sarasota, verified by the district officer as far as possible, amounted to 28,942 short tons, a very decided falling off over the previous year. The district officer is convinced that there has actually been a healthy increase and believes that the tonnage last year is in error by 30,000 tons, principally in the items of fertilizers, which he does not believe amounted to over 2,500 tons; grain, which he does not believe amounted to over 1,300 tons; and general merchandise, which he does not believe amounted to over 10,000 tons. Tonnage (in short tons) by years: 1899, 9,424; 1902, 4,313; 1903, 4,755; 1904, 25,479; 1905, 8,556; 1906, 12,010; 1907, 13,350; 1908, 54,700; 1909, 28,842. 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 House Document No. 849, Sixty-first Congress, second session. 424 REPOIT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended--_------- ----------------- 5, 007. 50 December 31, 1909, amount allotted from emergency appropriation, act March 3, 1909--------------------------------- 4, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------- 30, 000. 00 39, 007. 50 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-----------------------------------------........ 8, 136. 34 July 1, 1910, balance unexpended ------------------------- 30, 871.16 July 1, 1910, outstanding liabilities--------------------------.... 300. 00 July 1, 1910, balance available .-----.........------------------- 30, 571.16 (See Appendix P 11.) 19. 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 1 feet. The project for the improvement of this river was adopted in 1882, and contemplated a channel 100 feet wide and 13 feet deep from Tampa Bay to Shaw and McNeills points. This project has been modified as follows: In 1886, to provide for a channel 100 feet wide and 8 feet deep to Manatee, and in 1897, to provide for a cut-off to Terraceia Bay. The river and harbor act of 1907 provided for the completion of the project, modified by providing for a channel 100 feet wide and 9 feet deep from Shaw and McNeills points to Rocky Bluff, and thence 4 feet deep and 75 feet wide to Rye. The total estimated cost of the entire work was $130,520. To June 30, 1910, there has been expended $150,060.80, of which $25,643.20 was for maintenance. With this expenditure a channel 12 feet deep and 60 feet wide was dredged across the bar at the mouth in 1883-84. This channel has since been practically obliterated. A channel 9 feet deep and 100 feet wide has been secured to Rocky Bluff, and thence 75 feet and 4 feet deep to Rye; and a cut-off chan- nel 100 feet wide and 6 feet deep has been secured to Terraceia Bay. Operations during the fiscal year consisted in maintenance and improvement work between Rocky Bluff and Rye and through the shoals below Sneads Point. No work was done on the bar proper. The project has been completed, except for the bar channel, which was never dredged to full width and depth; and the channel which was dredged has not been maintained to make it available with the improvement of the river proper. Maintenance dredging on the bar is required to make the improve- ment fully available, and some small maintenance work will be required in the section between Rocky Bluff and Rye. A maximum draft at low water of 9 feet can be carried to Rocky Bluff, 6 feet through Terraceia Cut-off, and 4 feet to Rye. 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. RIVER Afl HARfORR IMPROVEMENTS. 425 Tonnage (in short tons) by years: 1898, 23,800; 1899, 43,542; 1900, 55;162; 1902, 34,495; 1903, 44,367; 1904, 46,517; 1005, 49,644; 1906, 88,153; 1908, 66,566.9; 1909, 71,532. 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. July 1, 1909, balance unexpended------------------------------- $26, 234..37 June 30, 1910, amount expended during fiscal year: For works of improvement -----------------$20, 131.97 For maintenance of improvement-------------- 6, 102. 40 26, 234. 37 (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 total expenditure under all these projects was $130,000. The present project was adopted March 3, 1899. It provided for a channel 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 subsequently deepened. The estimated cost was $750,000. This project was modified March 3, 1905, by Congress authorizing the Secretary of War to expend the balance remaining to the credit of this improvement in securing a channel 26 feet deep with sufficient width and by providing that no expenditure should be made until the owners of the terminals at Tampa Bay should by valid contract agree that the wharfage charges at such terminal should be submitted 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 this project, as revised, to June 30, 1910, was $624,233.56, including contingent expenses and completion of the United States dredge Key West, of which $16,772.75 was for maintenance. It is proposed to expend the amount required for expenditure in fiscal year ending June 30, 1912, in dredging for maintenance to keep the improvement available, Operations during the year consisted in dredging by government plant in prosecution of the project, which is 90 per cent completed. The maximum draft that can be carried at mean low water is 26 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 26-foot draft is Port Tampa, 35 miles from deep water in the Gulf of Mexico. Tampa Bay is navigable in fact over its entire area. The commerce is in phosphate, lumber, coal, crude petroleum, tobacco, grain, and general merchandise. The value of the commerce for the year 1909 was $17,956,075. 426 REPORT OF THE CHIE' OF ENGINEERS, U. S. ARMY. Tonnage (in short tons) by years: 1896, 276.638; 1898, 236,136; 1899, 2385305; 1900, 350,761; 1901, 416.503; 1902, 462,703; 1903, 435,867; 1904, 591,181; 1905, 604,131; 1906, 838,378; 1907, 885,202; 1908, 1,314,104; 1909, 1,349,113. The freight rates have been lowered 20 per cent on phosphate ship- ments since the improvement was undertaken. For report of examination and survey of Tampa Bay, see Report of Chief of Engineers for 1897, page 1596 et seq. - July 1, 1909, balance unexpended ______________-__- - ______ $22, 563. 65 Amount appropriated by river and harbor act approved June 25, 1910 -..-----.-------------- ------ .---- .--..---- 9,000. 00 31, 563.65 June 30, 1910, amount expended during fiscal year, for maintenance of improvement .--.-- --- -- --- 16, 772. 75 July 1, 1910, balance unexpended__------------ ------ - 14, 790. 90 -------------------------------- July 1, 1910, outstanding liabilities__ 500. 00 July 1, 1910, balance available -------------------------------- 15, 290. 90 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_---.----- -...--- a9, 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.-Beforeimprovement 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 third 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, over a small area where ledge rock is found. The river and harbor act of June 25, 1910, modified and extended the project in accordance with plan printed in House Document No. 634, Sixty-first Congress, second session, to provide for obtaining a channel 200 feet wide and 24 feet deep from Tampa Bay along the a Exclusive of the balance unexpended July 1, 1910. RIVER AND iIARBOR IMPROVEMENTS. 427 line of the present 20-foot channel to' the turning basin; thence east- erly 300 feet wide and 24 feet deep to the mouth of and up the estuary through the present Tampa Northern channel to the main channel, in- volving dredging and rock removal, at an estimated cost of $1,750,000, with an annual charge for maintenance of $20,000 for five years after completion, to be reduced to $10,000 annually thereafter, subject to the conditions recited in the above-named document. Maintenance dredging was required during the past year in the upper portion of the channel and in the turning basin. The total expenditure to June 30, 1910, was $464,749.84, of which $53,735.41 was for work of maintenance. The amount derived from miscellaneous sources was $6.65. The result of this work has been to make Tampa a terminal point for two railroads and a point of call for freight and passenger steamers plying between Gulf and Atlantic ports. 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 Hillsboro 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 con- necting 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. Hillsboro Bay is navigable, in fact, over its entire area. The commerce of Hillsboro Bay is coal, cement, cigars, fruit, fer- tilizers, phosphate, lumber, tobacco, and general merchandise. The tonnage for the year 1909 increased 28.1 per cent over that of 1908. Two new lines of steamers were established during 1909, the South- ern Steamship Company, to Philadelphia, and the Troy Line (fruit line), to Puerto Cortez. Freight rates have been lowered 35 per cent by the improvement, and the completion of a deeper channel will materially decrease water rates on foreign shipments. Tonnage (in short tons) 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; 1908, 560,281; 1909, 718,005. For reference to examination and survey, see page 293, Report of the Chief of Engineers for 1904, House Document No. 634, Sixty-first Congress, second session. It is proposed to apply the amount estimated as a profitable ex- penditure during fiscal year ending June 30, 1912, in continuing this improvement along lines of the project of 1910. While the amount named ($300,000) is probably all that will actually be required for the next year's operations, it is apparent that this large and im- portant project can be most economically and advantageously prose- cuted on a larger scale, and it is recommended that the appropria- tion of this amount in cash be supplemented by a continuing-contract authorization of at least an equal amount, in order that the work may be expedited with a view to securing increased channel facilities at an early date. 428 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended -------- $10, 936. 88 December 6, 1909, amount allotted from emergency appropria- tion, act March 3, 1909 ---- --------------- 5, 594. 00 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------------- 300, 000. 00 Receipts from sales------------------------------------------ 6. 65 316, 537. 53 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement - ---------------------------------- 16, 107. 24 July 1, 1910, balance unexpended--------------------------- 300, 430. 29 July 1, 1910, outstanding liabilities---------------------------- 300. 00 July 1, 1910, balance available ----------------------------- 300, 130. 29 Amount (estimated) required for completion of existing project al, 450, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ___------------------------ a300, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 14.) 15. Hillsboro River, Florida.-The river and harbor act of June 25, 1910, appropriated $25,000 for continuing the improvement on this river. For information as to original condition, projects, work accomplished, and commercial statistics, see current summary, page 426, under heading " Hillsboro Bay." As this project has been completed except where superseded by that for improvement of Hillsboro Bay, the funds will be covered into the Treasury, reserving a sufficient amount for any work of maintenance that may be required in the near future. Amount appropriated by river and harbor act approved June 25, 1910 --- ------------------------------------- $25, 000. 00 July 1, 1910, balance unexpended---------------------------- 25, 000. 00 (See Appendix P 15.) 16. ClearwaterHarbor and Boca Ceiga Bay, Florida.-Clearwater Harbor and Boca Ceiga Bay, connected by the Narrows, is a coastal waterway between Tampa Bay and St. Josephs Sound. Tampa Bay is southward and eastward of Boca Ceiga Bay. St. Josephs Sound is northward of Clearwater Harbor. Clearwater Harbor is from one-half to 11 miles wide in an easterly and westerly direction, and is 8 miles long in a northerly and south- erly direction. It is from 2 to 21 feet deep at mean low water. On the easterly side of Clearwater Harbor is the mainland, commonly called Pinellas Peninsula. On the westerly side is a chain of about a dozen keys, the largest of which is called Sand Key. The river and harbor act of June 25, 1910, appropriated $29,500 for improving the channel from Clearwater Harbor through Boca Ceiga Bay to Tampa Bay, Florida, in accordance with report sub- mitted in House Document No. 1190, Sixtieth Congress, second ses- sion, which contemplates a channel 5 feet deep and 50 feet wide from Clearwater Harbor to Boca Ceiga Bay and thence 100 feet wide and 7 feet deep to Tampa Bay, at an estimated cost of $59,000, with $3,000 annually for maintenance after completion. a Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 429 No work has yet been done on this project. In its present condition this inland waterway is obstructed at the Narrows, through which no boat of greater draft than 2 feet can pass, even at high tide. The commerce which utilizes this waterway in part, passing out- side to round the Narrows, is estimated at 6,830 short tons, having a value of $665,556, the percentage of the total trade of the vicinity using the waterway being about 3 per cent. The mean rise and fall of tide is 1.8. The length of the waterway directly under improvement is 28 miles. The work will connect existing inland waterways and provide a continuous waterway 75 miles long from Tampa to Anclote anchorage. It is proposed to expend the amount recommended for expenditure for the fiscal year ending June 30, 1912, in completing the improve- ment by dredging. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ $29, 500. 00 July 1, 1910, balance unexpended_____-- -------------------- 29, 500. 00 Amount (estimated) required for completion of existing project___. a 29, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement______----------------------- 29, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P 16.) 17. Crystal River, Florida.--Before improvement the channel from ,the Gulf of Mexico to the town of Crystal River was tortuous and shallow, the least depth being 2.7 feet at mean low water. The en- trance 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 was $84,647.46. The total expenditure to June 30, 1910, was $28,206.72, of which $2,700 was for completion of the dredge Florida, and $3,000 was for maintenance. The project was completed on December 6, 1906. The maximum draft that can be carried at mean low water is 6 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 channel depth was restored during the year. The commerce of Crystal River is in lumber, pencil cedar, oysters, fish, and general merchandise. The value of the commerce for the year 1909 was $870,185. Tonnage (in short tons) by years: 1902, 1,785; 1903, 725; 1904, 6,875; 1905, 7,474; 1906, 8,291; 1907, 75888; 1908, 48,742; 1909, 33,860. 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 report for 1908. * Exclusive of the balance unexpended July 1, 1910. 430 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended ---------------------------- $4, 724. 32 Receipt from sales------------ --------------------------- 225. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000. 00 6, 949. 32 June 30, 1910, amount expended during fiscal year: For works of improvement- -------------------- $1, 724. 32 For maintenance of improvement------------------3, 000.00 4, 724. 32 July 1, 1910, balance unexpended---------------------------- 2, 225. 00 (See Appendix P 17.) 18. 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, 1910, was $42,000, of which $4,849.50 was for maintenance. There is now a channel 6 feet deep and 100 feet wide from the mouth of the river to Anclote, and 4 feet deep and 100 feet wide, thence to the county bridge at Tarpon Springs. The projected width of channel over the outer shoals in Anclote anchorage has not yet been secured. This is necessary in order to make the full improvement available. Maintenance work was done by dredging during the year. The maximum draft that can be carried at mean low tide to Sponge Harbor is 6 feet, to the county bridge at Tarpon Springs is 4 feet. 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 (in short tons) by years: 1899, 1,441; 1900, 1,000; 1903, 2,138; 1904, 8,310; 1905, 31,050; 1908, 5,215; 1909, 14,692. The freight rates have been lowered about 20 per cent. The project was 72 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, 1909, balance unexpended-------_--------------------- $4, 849. 50 Amount appropriated by river and harbor act approved June 25, 1910- 14, 500. 00 19, 349. 50 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------------- 4, 849. 50 July 1, 1910, balance unexpended---------------------------- 14, 500. 00 (See Appendix P 18.) 19. Suwanee River, Florida.--Beforeimprovement the channel in the Suwanee River was narrow and tortuous and obstructed by a RIVER AND HARBOR IMPROVEMENTS. 431 bar at the entrance and by bowlders, soft rock shoals, snags, and overhanging 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, 1910, was $69,451.72, of which $9,203.96 was for maintenance. The project was 92 per cent completed on June 30, 1909. 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 Rollands Bluff to Beesons shoal, 21 miles below Ellaville, there is a channel 4 feet deep at mean .low water and varying from 30 to 100 feet in width. Full channel width has not, however, been secured through the shallow entrance to Suwanee Bay, and it is proposed to expend the available funds for this widening, completing the project, and in maintenance. This work is for the purpose of making the improve- ment fully available. 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 1908 was $287,500. Tonnage (in short tons) by years: 1898, 106,346; 1899, 76,878; 1904, 7,658; 1907, 25,705; 1908, 11,590.5. The improvement has had no effect on freight rates. Only three steamers now operate on the river occasionally. It is not thought that this locality is worthy of improvement beyond that possible with funds in hand, as the commerce is very small and is apparently well served by the present channel. July 1, 1909, balance unexpended--------------------------------$6, 285. 18 July 1, 1910, balance unexpended----------------------------__-- 6, 285. 18 (See Appendix P 19.) 20. WTithlacoochee 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 432 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 a channel was obtained 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, under permission granted by the Secretary of War. The present proect, 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, all of which has been appropriated. Work under this project began April 11, 1908, and at the end of the fiscal year 1910 the project was about 78 per cent completed. The amount expended on present project to June 30, 1910, was $169,006.85. The head of steamboat navigation is at the county bridge, about 2 miles below Istachatta, or 76 miles above the mouth. The river is navigable, in fact, to Dobes Fish Hole, about 112 miles above the mouth. 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. Length of the navigable channel from the loading pool in the Gulf of Mexico to Port Inglis, at the 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 commerce for 1909 was $1,272,618. Tonnage (in short tons) by years: 1899, 4,941; 1900, 2,550; 1902, 74,047; 1903, 1151269; 1904, 123,369; 1905, 249,884; 1906, 181,226; 1907, 206,509; 1908, 198,610; 1909 128,599. 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 in con- tinuing improvement and for maintenance. 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. It is believed that the lower river improvement is worthy of being maintained. It is not believed, however, that any practical benefit can RIVER AND HARBOR IMPROVEMENTS. 433 be derived from a 2-foot channel six months in the year in the upper river. It is not thought, therefore, that any additional expenditure beyond the available balance is justified in that section. July 1, 1909, balance unexpended-------------------------- $167, 781.00 Amount appropriated by river and harbor act approved June 25, 1910--------------------------------------------------6, 000. 00 173, 781. 00 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------ 121, 387. 85 July 1, 1910, balance unexpended__---------------------------- 52, 393. 15 July 1, 1910, outstanding liabilities --------------------------- 15, 658. 13 July 1, 1910, balance available-------------------------- ---- 36, 735. 02 July 1, 1910, amount covered by uncompleted contracts------------ 26, 384. 04 (See Appendix P 20.) 21. Removing tlh 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 crush- ing. The estimated cost was $36,000 plus an undetermined amount for annual expenditure. Nothing was done under this project, as experience, in Louisiana showed that destruction'by crushing was impracticable. 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 of this 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 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 of closing inlets, sloughs, etc., with booms, breaking up the packs with a suitable boat, and propelling them into the current in order that they might be carried where they would not cause an obstruction, has since been in use until November, 1909, when a hyacinth elevator, consisting of a catamaran scow equipped with an inclined conveyor driven by a gasoline engine, was put in service. This method has proven quite satisfactory, and during the remainder of the fiscal year the St. Johns River was satisfactorily cleared of the plant so far as it was an obstruction to navigation. The total expenditure up to June 30, 1910, was $125,037.15. 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 recommended for expendi- ture in the fiscal year ending June 30, 1912, to continuing work of removing water hyacinths. The additional work proposed is for the purpose of extension of benefits. 56932°-EN 1910--28 434 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For further information see Reports of the 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. This work is worthy of being continued. July 1, 1909, balance unexpended ------------------------ $12, 984.46 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 17, 984.46 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------- ---------------------- 11, 604. 81 July 1, 1910, balance unexpended ----------------------- 6, 379. 65 Amount (estimated) required for completion of existing project____ a Indefinite. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_-------__ 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 P 21.) 22. Removing sunken vessels or craft obstructing or endangering navigation.-On November 15, 1909, the sum of $800 was allotted for the removal of the wreck of the schooner Frederick W. A lton, sunk in Key West Harbor, Florida, during the hurricane of October 11, 1909. This work was done with a leased plant and hired labor, and was completed April 2, 1910. The cost of the work, including incidentals, was $633.96; the balance of the allotment was returned to the credit of the appropriation on May 19, 1910. On March 2, 1910, the sum of $1,500 was allotted for the removal of the wreck of the schooner Nannie Bohlin, which was wrecked at Tortugas, Fla., October 20, 1909, and later drifted into the dredged channel at that place. Contract for removing the wreck was entered into with Peter T. Knight, of Key West, Fla., April 18, 1910. The contract price is $390. Work began May 16, 1910, and was nearly completed at the end of the fiscal year. The total expenditure on this work at the end of the fiscal year was $87.61. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Mosquito Inlet to New Smyrna, Fla.-Report dated June 3, 1909, is printed in House Document No. 362, Sixty-first Congress, second session. This locality is not con- sidered worthy of improvement by the General Government at the present time. 2. Preliminary examination of Suwanee River, Florida, from White Springs to the Gulf of Mexico.-Report dated May 7, 1909, is printed in House Document No. 427, Sixty-first Congress, second a Jxclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 435 session. This river is not considered worthy of improvement by the General Government further than that contemplated by existing project. 3. Preliminary examination and survey of St. Johns River, Flor- ida, from Jacksonville to the ocean, with a view to obtaining a depth of 30 feet.--Reports dated April 30 and November 22, 1909, respec- tively, are printed in House Document No. 611, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $2,852,000 is printed. 4. Preliminary examination and survey of Hillsboro Bay, Florida, from the 24-foot contour in the bay through the present 20-foot chan- nel to the head of the estuary in the direction of Ybor City, thence from the mouth of said estuary through said bay, etc.-Reports dated March 31 and November 22, 1909, respectively, are printed in House Document No. 634, Sixty-first Congress, second session. A plan for improvement' at a cost of $1,750,000 is presented. 5. Preliminary examination and survey of Sarasota Bay, Florida, from Tampa Bay to Venice, thence through Caseys Pass to Lemon Bay, and thence to GasparillaSound.--Reports dated May 6, 1909, and January 8, 1910, respectively, are printed in House Document No. 849, Sixty-first Congress, second session. The stretch between Venice and Casparilla Sound is not considered worthy of improve- ment by the General Government. A plan for improvement from Tampa Bay to Sarasota and from the latter point to Venice, at an estimated cost of $25,000, in completion of existing project, is pre- sented. The district officer was also charged with the duty of making pre- liminary examinations and surveys provided for in the river and harbor act of March 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. St. Augustine Harbor, Florida, with a view to constructing the necessary sea walls and also to providing a channel 16 feet deep and 300 feet wide from the city of St, Augustine to the ocean. 2. Kissimmee River, Florida,from Kissimmee to Lake Okeechobee. 3. Manatee River, Florida, with a view to securing a depth of 13 feet from the mouth of Palmetto and Bradentown, and thence such depth to Ellenton and Rye as commerce may demand. IMPROVEMENT OF RIVERS AND HARBORS IN THE MONTGOMERY, ALABAMA, DISTRICT. This district was in the charge of Capt. H. B. Ferguson, Corps of Engineers. Division engineer, Lieut. Col. Lansing H. Beach, Corps of Engineers. 1. 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 mini- mum 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 3g feet to 4 feet, 436 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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- tionq 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 20 feet deep and 150 feet wide and closing an opening in Dig Island at an estimated cost of $27,450. This part of the project is completed. By act of Congress approved March 2, 1907, the project was further 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, 1910, was $153,860.44, of which $21,704.08 was expended prior to estimate of 1900, and about $48,105.51 has been applied to maintenance. Returned to appropriation June 2, 1909, $138.65. 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 completed from the wharves at Carrabelle to site of pro- posed turning basin. The maximum draft that could be carried through the channel to the inner harbor on June 30, 1910, was 11 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 dredging 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. During the fiscal year a survey was made of the channel. The maximum draft that could be carried through East Pass on June 30, 1910, was 202 feet. The ordinary range of the tide is about 2 feet. The commerce of the port of Carrabelle consists principally of timber, naval stores, dressed and kiln-dried lumber, shingles, fish, oysters, and general miscellaneous, and for the fiscal year ending June 30, 1910, is estimated at a valuation of $520,800. With the work done a substantial reduction in ocean rates is ex- pected, due to increased draft and improved facilities for lighterage, and a further reduction on freight handled by rail should result from the completion of the project for turning basin and 18-foot channel RIVER ANfl HARBOR IMPROVMflNIS. 437 thereto, and the improvements projected by the Georgia, Florida and Alabama Railway Company in connection therewith. It is proposed to apply the available balance to completing the 18-foot channel and turning basin, and in maintenance to keep the improvement available. Reference 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, 1909, balance unexpended---------------------------- a$5, 199. 52 Amount allotted from appropriation made by the river and harbor act of March 3, 1909- ------------------------------------ 15, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 25, 000. 00 45, 199. 52 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------- $3, 000. 00 For maintenance of improvement---------------- 1, 994. 53 4, 994. 53 July 1, 1910, balance unexpended-------------------------------- 40, 204. 99 July 1, 1910, outstanding liabilities------------------------------- .67 July 1, 1910, balance available ------------------------------ 40, 204.32 (See Appendix Q 1.) 2. Apalachicola Bay, Florida.-The town of Apalachicola 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 minimum depth of water 3.5 feet. Across this bar the lumber ex- ported is lightered either to the 3-fathom anchorage in Apalachicola Bay or through Bulkhead shoals to the anchorage of Carrabelle, 25 miles distant. The 3-fathom anchorage area is entered via West Pass, where originally the depth was about 13 feet. The original depth over Bulkhead 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. 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 $18,700 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 * Erroneously reported in 1909 as $5,199.28. 438 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. A channel 10 feet deep and 100 feet wide across the bar at the mouth of the river has been completed, and for the protection of this channel from westward-moving silt, a bulkhead to the east of it has been built. The length of this bulkhead is 6,900 feet. About 75 per cent of the project is completed. The amount expended on this project up to the close of the fiscal year ending June 30, 1910, was $101,966.92, of which $36,454.88 was for maintenance of project of 1899. This does not include $650.29 for surveys at East Pass. 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, 1910, is esti- mated at a valuation of $781,200. On June 30, 1909, the maximum draft that could safely be carried through the West Pass entrance to the lower anchorage behind St. George Island was about 12 feet, and the maximum draft that could be carried across the bar at the mouth of the river was about 8 feet. Reference to reports on examinations and surveys of this harbor will be found on pages ~35 and 355 of Report of the Chief of Engi- neers for 1906. It is'proposed to apply the appropriation asked for to continuing improvement and for maintenance to keep the improvement available. 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 re- duction and the reduction on foreign commerce can not yet be stated. July ', 1909, balance unexpended----------------------------- a$19, 982. 67 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 22, 500. 00 42, 482. 67 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------17, 128. 85 July 1, 1910, balance unexpended -------------------------------- 25, 353. 82 July 1, 1910, outstanding liabilities------------------------------ 2, 123. 02 a Erroneously reported in 1909 as $19,949.06. IVER AND HARBOR IMPROVEMENTS. 439 July 1, 1910, balance available__ --- __- _ ___--------------- $23, 230. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement, and for maintenance _________ 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 Q 2.) 3. Apalachicola River, Florida,including the Cut-off, Lee Slough, Lower Chipola River, and the Upper Chipola River from Marianna to its mouth.-(a) Apalachicola River, the Cut-off, Lee Slough, and Lower Chipola River.-From the junction of the Chattahoochee and Flint rivers to the Gulf of Mexico (Apalachicola Bay) the Apalachi- cola 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 providing 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, 1910, was $114,851.24. In addition there was expended between 1828 and 1831, $13,000, for which no project is of record. These expenditures have improved Moccasin Slough sufficiently 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- G Exclusive of the balance unexpended July 1, 1910. 440 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. boats prefer the main river on the up trip. It is estimated that the project is about 95 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 largely dependent upon the river for the transportation of its supplies 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 $10,122,564 in 1909. 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 rockbottom. 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 than 2 feet at low water. The channel through the Dead Lakes, which is considered part of this improvement, has plenty of water, but was 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, exclusive of necessary plant, which would comprise a snagboat, drilling barge, and dump scow. The amount expended to June 30, 1910, was $20,000. In 1904 $5,000 was applied to the river above Sister Islands. Snags, logs, and overhanging trees were removed, and a channel blasted through RIVER AND HARBOR IMPROVEMENTS. 441 the rock reefs from Marianna to Look and Tremble shoal; wing dams were built below some of the shoals, and below Look and Tremble shoal, down as far as Sister Islands, snags, logs, and over- hanging timber were removed, as well as available funds permitted. 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. During the year snagging was done from the Dead Lakes to Look and Tremble shoal. 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 turpentine stills below this shoal, giving a consider- able commerce on this portion of the river, and in the Dead Lakes a large commerce in towing 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 Look and Tremble shoal. The actual head of navigation at ordinary low water is Braxton's Landing, 40 miles above the foot of the Dead Lakes. The river is in fair condition to Look and Tremble shoal. About 50 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 value of which is included in the combined commerce reported under Flint River improvement. The section of country below Look and Tremble shoal has no rail- roads, 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 the 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 approximately 10,000,000 feet b. m. per annum, and is included in the valuation of timber and lumber exports for Apalachi- cola Bay and Carrabelle, Fla. For reference to report of examination of this stream, see Report of the Chief of Engineers for 1906, page 338. APALACHICOLA RIVER. July 1, 1909, balance unexpended___---------------------- -$190. 76 July 1, 1910, balance unexpended ---------------------------- 190. 76 July 1, 1910, outstanding liabilities---- ------------------------- 190. 76 LOWER CHIPOLA RIVER. July 1, 1909, balance unexpended ------------------------------ $83.48 .... July 1, 1910, balance unexpended----- ------------------- 83. 48 July 1, 1910, outstanding liabilities__---------------------- 83. 48 442 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. MAINTENANCE. July 1, 1909, balance unexpended __________________- $8, 990. 04 June 30, 1910, amount expended during fiscal year: For works of improvement_-__ $3, 000. 00 For maintenance of improvement---- 5, 365. 52 8, 365. 52 July 1, 1910, balance unexpended__---------------------------- 624. 52 July 1, 1910, outstanding liabilities-___ _----.----------__ - 624. 52 GENERAL IMPROVEMENT. Amount appropriated by river and harbor act approved June 25, 1910_ $6, 500. 00 July 1, 1910, balance unexpended_- ------- ______-__ -_ 6, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance------------------ (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, 1909, balance unexpended__________ -______ $___264. 28 b$9, Amount appropriated by river and harbor act approved June 25, 1910_ 6, 500. 00 15, 764. 28 June 30, 1910, amount expended during fiscal year: For works of improvement- _____-___ ________ $3, 000.00 For maintenance of improvement .- __... -____-- 5, 365. 52 8, 365. 52 July 1, 1910, balance unexpended___----___ 398. 76 7_____________---7, July 1, 1910, outstanding liabilities------- --------------------- 898. 76 July 1, 1910, balance available-_ _- -____ ____-____-_ 6, 500. 00 Amount (estimated) required for completion of existing project ____ C30, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for work of improvement and for maintenance____________- c5, 000. 00 Submitted in compliance with requirements of sundry covil 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.-Originallythis 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, a See consolidated money statement on this page. b Includes the following: From act of 1907, allotted to lower Chipola River_------- $83.48 From act of 1907, allotted to Apalachicola River---------- -190. 76 From act of 1909, for maintenance---_ -_ --------- -_ 8, 990. 04 Total -- - - - - - - - 9, 264. 28 o Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 443 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, 1910, was $299,113.60, 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 70 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 similar obstructions in accordance with the project. 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. The commerce of the lower part of this stream is so com- bined with that of the Chattahoochee and Apalachicola rivers that it is impossible to give a statement in regard to it. The commerce of that part above Bainbridge is estimated to be about 29,809 short tons, valued at $2,692,565. 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. 444 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For reference to reports of examination of this improvement, see Report of the Chief of Engineers for 1906, page 340. July 1, 1909, balance unexpended---------------------------- $24, 288. 59 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------------- 25,000. 00 49, 288. 59 June 30, 1910, amount expended during fiscal year: For works of improvement--------------------- $15, 000.00 For maintenance of improvement---------------- 2, 402. 19 17, 402.19 July 1, 1910, balance unexpended-------------------------- 31,886.40 July 1, 1910, outstanding liabilities--------------------------2,995.33 July 1, 1910, balance available .....------------------------------ 28, 891. 07 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_---------- a 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 Q 4.) 5. Chiattahoochee River, Georgia and Alabama, below Columbus.- Columbus, Ga., is 223 miles above the junction of this river with the Flint River and 360 miles above the mouth of the Apalachicola River, formed by the confluence of the Chattahoochee and Flint. Originally boats drawing 22 inches were able to reach Columbus for about nine months each year, but navigation was difficult and dan- gerous by day and impossible by night, owing to the large accumu- lation of logs, snags, and overhanging trees, and to sand, rock, and marl shoals obstructing the channel. 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 that part between Eufaula and Columbus was ever made. The amount expended on this work to the close of the fiscal year ending June 30, 1910, was $833,090.95, largely expended in mainte- nance, removing the annual influx of obstructions brought in from caving banks. The project is about 90 per cent completed in the upper section above Eufaula and about 10 per cent in the lower section. Columbus is the actual head of navigation. Four feet draft can now be carried at ordinary low water from Columbus to Eufaula, but at very extreme low water, such as in 1904, scant 3 feet is the maximum draft that can be counted upon. Below Eufaula the river is now in fair condition, but the available low-water depths is only 32 feet. 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 * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 445 addition to maintaining the river free from snags and obstructions, the channel for a distance of 32 miles below Columbus has been regulated 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. Two shoals, Woolfolks and Gun Island, between Columbus and Eufaula still need permanent improvement; the regulating works already built require repairs and maintenance, and the annual accumu- lation of snags and other obstructions must be removed from the river throughout its length. Contraction works should be built below Eufaula where necessary to give a 4-foot low-water channel. It is proposed to apply the funds available and the appropriation recommended to this works the regulating works to be extended down the river from the foot of the present permanent improvement. 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 121,190 short tons, valued at $10,122,564. The effect of the 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, 1909, balance unexpended--------------------------- $114, 287. 45 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------- 75, 000.00 189, 287. 45 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------- 69, 447. 62 For maintenance of improvement---------------40, 000. 00 109, 447. 62 July 1, 1910, balance unexpended---------------------------- 79, 839. 83 July 1, 1910, outstanding liabilities---------------------------- 3, 190. 66 July 1, 1910, balance available ----------------------------- 76, 649. 17 SAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ---------- a 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 5.) 6. Channel fromn ApalachicolaRiver to St. Andrews Bay, Florida.- The Apalachicola River, formed at River Junction by the Flint and Choctawhatchee rivers, is 137 miles long. The Chattahoochee River is navigable to Columbus, Ga., a distance of about 163 miles. The Flint River is navigable all the year round to Bainbridge, Ga., a dis- tance of 105 miles. The other navigable tributary is the Chipola River, which flows into the Dead Lakes, and, counting those lakes, is a Iexclusive of the balance unexpended July 1, 1910, 446 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. navigable for about 65 miles. The total navigable length of the river system is about 470 miles. The present project, adopted June 25, 1910, provides for a channel from Apalachicola River to St. Andrews Bay, Florida, by dredging a channel 65 feet wide and 5 feet deep by way of Lake Wimico, Searcy Creek, and the south prong of Wetappo Creek, at an estimated cost of $450,000, in accordance with report printed in House Docu- ment No. 670, Sixty-first Congress, second session. Work on this project has not yet been begun. The completion of this project will provide connection with a deep- water outlet at St. Andrews Bay, Florida, for the commerce of the Apalachicola-Chattahoochee-Flint-Chipola river system. It is proposed to apply the available funds and those appropriated in dredging operations in prosecution of the project. Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------------------- $100, 000. 00 July 1, 1910, balance unexpended_---------__ ------------- __ 100, 000. 00 Amount (estimated) required for completion of existing project___ a350, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________________ a 150, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix Q 6.) 7. St. Andrews Bay, Florida.-The present depth across the bars at the entrance to this harbor is about 11 feet. The project approved June 25, 1910, in accordance with plan printed in House Document No. 12, Sixty-first Congress, first session, is for dredging a channel 22 feet deep and 200 feet wide through East Pass, at an estimated cost of $203,560 for original improvement, and $20,000 per annum for maintenance thereafter. The act appropriated $75,000 and authorized continuing contracts in the sum of $128,560 additional for the completion of the project. Up to the present time no work of improvement has been under- taken by the General Government in this locality. Work on this project has not yet been begun. The ordinary range of tide is 1.4 feet. The completion of the project will provide for the inception of ocean transportation and serve to test the commercial value of a har- bor at this place and determine the stability of proposed improve- ment. It is proposed to apply the funds on hand and those recommended to the completion of the work in accordance with the project. Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------ $75, 000. 00 July 1, 1910, balance unexpended____ ___---_----------------_ 75, 000.00 Amount (estimated) required for completion of existing project___ a128, 560. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________-------------------- a128, 560. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix Q 7.) a] clusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 447 8. Choctawhatchee 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 snags, 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 estimated 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, 1910, was $192,518.32, 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 was secured by snagging and works of regulation from Geneva to Cary- ville, 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 for regular traffic at low water on June 30, 1910, 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 4 feet. Three trips were made to Geneva. The effect of the improvement on freight rates, if any, can not be stated. The additional appropriation recommended will be applied to re- moval 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, reported at a valuation of $1,750,000 for the calendar year 1909. For reference to reports on examination of this river, see Annual Report of the Chief of Engineers for 1906, page 343. 448 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended -____-__-_-____ _____- $5, 844. 03 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 10, 844. 03 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------- 5, 062. 35 -- July 1, 1910, balance unexpended _- ___-_____________ _ 5, 781.68 July 1, 1910, outstanding liabilities____ _ _____ ________ 438. 42 July 1, 1910, balance available____----------------------- 5, 343. 26 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ____________________________ 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 Q 8.) 9. 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 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, 1910, was $17,463.59, of which $15,302.79 was upon Holmes River and $2,160.80 upon Lagrange Bayou. 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 1909 was $750,000. 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, 1909, balance unexpended__---------------------- $1, 914. 62 Amount appropriated by river and harbor act approved June 25, 1910 ---------------- ------------------------- 2, 000. 00 3, 914.62 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__-------------------------- 1, 378. 21 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 449 July 1, 1910, balance unexpended ------ $---------------- 2, 536. 41 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement a 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 Q 9.) 10. The narrows in Santa Rosa Sound, Florida.-Santa Rosa Sound connects Choctawhatchee Bay with Pensacola Bay, its general depth being over 6 feet except through the narrows, where at several places the limiting depth is about 4.5 feet. The present project, approved June 25, 1910, provides for dredging a channel 6 feet deep through the narrows, at an estimated cost of $24,000, in accordance with plan printed in House Document No. 568, Sixty-first Congress, second session. The ordinary range of the tide is about 1.1 feet. Work on this project has not yet been begun. The completion of the project will give increased facilities for the commerce originating on Choctawhatchee Bay, but will probably not materially affect freight rates. The funds available are sufficient for the completion of the project and no additional estimate is submitted. Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------- $24, 000. 00 July 1, 1910, balance unexpended ---------------------------- 24, 000. 00 (See Appendix Q 10.) 11. 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 Pensacola, Fla., at an esti- mated cost of $20,000. 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 avail- able 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. a Exclusive of the balance unexpended July 1, 1910. 56932o-ENG 1910-- 29 450 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on this improvement up to the close of the fiscal year ending June 30, 1910, was $19,733.32, 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, 1910, 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 available funds to completion of the project and its maintenance thereafter. The commerce of this stream consists of timber, lumber, naval stores, and general merchandise, having an estimated value of $2,000,- 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. Lumber brought by rail is stored in the bayou near Milton and taken to Pensacola via this river. For reference to report of examination of this improvement, see Annual Report of the Chief of Engineers for 1906, page 345. July 1, 1909, balance unexpended ______________________________ $266. 68 Amount appropriated by river and harbor act approved June 25, 1910_ 25, 000. 00 July 1, 1910, balance unexpended-_------ 25, 266. 68 (See Appendix Q 11.) 12. 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 navi- 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 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 recom- mended that no change be made in the project of 1891, but that dredg- ing 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 RIVER AND HARBOR IMPROVEMENTS. 451 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, and for the improvement $327,- 330.86, of which about $222,000 has been applied to maintenance. The project is about 50 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 2,420,386 cubic yards of material. This work has restored the channel to its original dimensions and widened it, and removed the shoaling due to the storm of September, 1906, so that on June 30, 1910, the minimum width of channel having a depth not less than 30 feet at mean low water was approximately 380 feet. From July 1, 1909, to October 7, 1909, and May 9, 1910, to June 30, 1910, the Caucus continued dredging. On October 7, 1909, she was docked at the Pensacola Navy-Yard for extensive repairs. The maximum draft that could be carried over the improvement at mean low water on June 30, 1910, 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 ending 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; 452 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in 1906, exports as $18,432,931, and imports as $386,377; in 1907, exports as $20,229,414, and imports as $618,363; in 1908, exports as $20,322,649, and imports as $675,503; in 1909, exports as $16,306,056, and imports as $1,188,925; in 1910, exports as $20,960,154, and imports as $1,500,801. The completion of the project will give greatly increased facilities to the large commerce of Pensacola, but will not materially affect freight rates. It is proposed to apply the appropriation recommended in dredging operations toward completion of the project and maintenance of the project depth. July 1, 1909, balance unexpended-_ a $112, 362. 07 Amount appropriated by river and harbor act approved June 25, 1910------------------------- --------------------- 5, 000. 00 187, 362. 07 June 30, 1910, amount expended during fiscal year: For works of improvement_ --- 20, 000. 00 $--------- For maintenance of improvement---------------- 47, 335. 67 67, 335. 67 July 1, 1910, balance unexpended------------------------------- 120, 026. 40 July 1, 1910, outstanding liabilities ----------------------------- 35, 208. 31 July 1, 1910, balance available--------------------------------- 84, 818.09 July 1, 1910, amount covered by uncompleted contracts------------ 731. 83 SAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance- b 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 12.) (13) Escambia and Conecuh rivers, Floridaand 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 5 feet deep at mean a Erroneously reported in 1909 as $112,361.87. b Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 453 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, 1910, was $166,184, 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, again became so much ob- structed as to seriously interfere with the rafting at low-water stages. During the year the stream was cleared of obstructions for a distance of 82 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 Engineers 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. For work under this project a plant consisting of a quarter boat and two working barges has been constructed. The field work com- menced July 22, 1907. During the fiscal year ending June 30, 1910, 125 miles of river was worked over. The project is completed. Subsequent maintenance 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 the Escambia River. Commerce consists of timber floated in rafts, the value of which in 1909 is estimated at $2,000,000. Work now completed influences the transportation of timber on 170 miles of river, which has been greatly facilitated, admitting of rafting on stages of water some 3 feet less than formerly. The freight per thousand by rail from River Falls, a point 3 miles below Patsaliga Creek, to water is $1.50; by river, it is 75 cents. GENERAL IMPROVEMENT. July 1, 1909, balance unexpended-------------------------------$6, 257. 49 Amount appropriated by river and harbor act approved June 25, 1910 5, 000. 00 11, 257. 49 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-- ----------------------------------- 2, 758. 78 July 1, 1910, balance unexpended--- ------------------------------ 8, 498. 71 July 1, 1910, outstanding liabilities-------------------------------- 455. 26 454 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1910, balance available--__ _ ------ ______________ $8, 043. 45 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------a 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. CONECUH RIVER. July 1, 1909, balance unexpended_ ___ -- _ _ $10, 640. 67 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------- _ 10, 323. 38 July 1, 1910, balance unexpended__________________ ______________ 317. 29 July 1, 1910, outstanding liabilities-_ __ 317. 29 (See Appendix Q 13.) 14. 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 form 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 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 42 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 35 per cent completed. 'Under this project there has been expended to June 30, 1910, $620,607.74, largely for maintenance, but until recently appropria- tions 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 three years the plant has been thoroughly overhauled and materially increased. The river and harbor act of June 25, 1910, modified and extended the project for this improvement in accordance with plan printed in House Document No. 1089, Sixtieth Congress, second session, which provides for extending the present 4-foot channel through the Ala- bama and Coosa rivers to Wetumpka, a distance of 28.61 miles from Montgomery, at an estimated cost, in round numbers, of $36,000, a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 455 with $5,000 annually for maintenance after completion, the improve- ment to be effected by the same method and with the same plant as that employed on the lower Alabama. 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. During the year the maximum draft that could be carried to Mont- gomery at low water was about 3 feet, but as the boats operating on this river draw from 4 to 6 feet, the boats came only to Selma till high water. It is proposed to apply the appropriation recommended in snag- ging, dredging, and construction of contraction works in furtherance of the project and in maintenance of the improvement. The actual head of navigation at ordinary low water 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 important, consisting principally ' of cotton, cotton seed, fertilizers, grain, lumber, shingles, naval stores, staves, and a large quantity of miscellaneous freight of all descriptions, the value of which for the year 1909 is estimated at $6,043,140. This, however, is but a part of the freight movement that is affected by the improvement, for the actual shipments by water have been relatively small, and, with a river improved for con- tinuous 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 very large. In addition, improved facilities would render possible an actual reduction in rates on freight now carried by river. For reference to reports of examinations made of this river, see Annual Report of the Chief of Engineers for 1906, pages 349 and 350. July 1, 1909, balance unexpended----- --------------------- $156, 040. 91 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------------------- 85, 000. 00 241, 040. 91 June 30, 1910, amount expended during fiscal year: For works of improvement- --- - $75, 000.00 For maintenance of improvement--------------57, 598. 65 132, 598. 65 July 1, 1910, balance unexpended --------------------------- 108, 442. 26 July 1, 1910, outstanding liabilities-------------------------21, 121.34 July 1, 1910, balance available ----------------------------- 87, 320. 92 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-------- a75, 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 14.) a Exclusive of the balance unexpended July 1, 1910. 456 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 15. 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 ehtirely 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 inconjunction 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." 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 Dam 4 (Whisenant and Ten Island shoals), 210 feet long, 40 feet wide, and an extreme low-water depth of 4 feet on miter sills, to- gether 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 Dam 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 RIVER AND HARBOR IMPROVEMENTS. 457 improvement of $1,496,107.23. About 21 per cent of the project has been completed. This project was extended by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 1115, Sixtieth Congress, second session, by providing for the construction of a lock 272 feet over all by 40 feet, with a 9-foot lift, at Mayos bar, near Rome, Ga., at an estimated cost of $241,039, which includes the cost of the lock and dam, gates, valves, maneuvering gear, etc., the said work to be completed within a period of two years. To June 30, 1910, there has been expended on this section of the Coosa $1,127,005.95, of which $603,310.28 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 and Dam 4 (25.89 miles below Greenport), commenced since the adoption of larger dimensions above mentioned, has, together with its appurtenances, been under construction, with desultory appropriations, since 1886, but still incomplete. The river and harbor act of June 25, 1910, also made provision for the construction of a lock in Dam No. 4, in accordance with plan printed in House Document No. 1421, Sixtieth Congress, second session, at an estimated cost of $282,000; and for the acquisition of site for Dam No. 5, in Alabama, which is recommended to be placed at Choccolocco shoals, the estimated cost of which is $134,000. Channel improvement has been extended as far down as Dam 4, and navigation is now possible to this point, except at extreme low water, when interruptions occur a short distance above Dam 4. During the past fiscal year work was confined to the improvement and maintenance of the channel between Rome, Ga., and Dam 4, Alabama, and to care of the large amount of plant on hand. Provi- sion should be made for further improvement and maintenance of this channel. On June 30, 1910, the maximum draft that could be carried at ordinary low water between Rome, Ga., and Dam 4 was 3 feet, except at Horseleg shoal, 1 miles below Rome, over which but 2 feet can be carried until a lock is constructed at this point. It is proposed to apply the additional appropriation recommended toward (1) completion of lock and dam at Mayos bar, near Rome, and (2) prosecution of work at Lock No. 4 and Dam No. 5. The improvement has resulted in a reduction in railroad rates be- tween points on the river and either Rome or Gadson of not less 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 in cotton, cotton seed, fertilizers, timber, lumber, staves, grain, and miscellaneous articles, amounting, for the year 1909, to 119,072 short tons, valued at $827,204. (b) Coosa River between Wetumpka and East Tennessee, Virginia and Georgia Railroad bridge.-On account of the numerous rapids this part of the river has never been navigable. 458 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 completed. There has been expended on this project to June 30, 1910, $402,354.56, of which about 22 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 grates, 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. Provision should be made for the care of the property belonging to the improvement. BETWEEN ROME, GEORGIA, AND LOCK NO. 4, ALABAMA. July 1, 1909, balance unexpended______________________ a $43, 557. 53 Amount appropriated by river and harbor act approved June 25, 1910---------- ---------------------------------- 52, 500. 00 96, 057. 53 June 30, 1910, amount expended during fiscal year: For works of improvement________________-_ $21, 969.97 For maintenance of improvement_-------- 5, 000. 00 26, 969. 97 July 1, 1910, balance unexpended_______________________ 69, 087. 56 July 1, 1910, outstanding liabilities___________________________ 1, 012. 37 July 1, 1910, balance available_______________________________ 68, 075. 19 LOCK AND DAM AT MAYOS BAR. Amount appropriated by river and harbor act approved June 25, 1910 - ---- ------------------ $120, 000.00 July 1, 1910, balance unexpended- ___--__-- ___-----___ 120, 000. 00 Amount (estimated) required for completion of existing project_. b 121, 039. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------------ b121, 039. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. LOCK NO. 4 AND DAM NO. 5. Amount appropriated by river and harbor act approved June 25, 1910----------------------------------------- ----- $75, 000. 00 July 1, 1910, balance unexpended -_____-__-- __------------ 75, 000. 00 Amount (estimated) required for completion of existing project__ b 341, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement _________________________ b 150, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Erroneously reported in 1909 as $43,623.89. bExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 459 CONSOLIDATED. July 1, 1909, balance unexpended.____----_--- - - a$43, 557. 53 Amount appropriated by river and harbor act approved June 25, 1910------------------------- 247, 500. 00 291, 057. 53 June 30, 1910, amount expended during fiscal year: For works of improvement. -_ $21, 969. 97 For maintenance of improvement--------------5, 000. 00 26, 969. 97 July 1, 1910, balance unexpended ---------------------------- 264, 087. 56 July 1, 1910, outstanding liabilities--------------------------- 1, 012. 37 July 1, 1910, balance available__----------------------------- 263, 075. 19 Amount (estimated) required for completion of existing project__b5, 984, 913. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------------- b271, 039.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix Q 15.) 16. Operating and care of canals and other works of navigation on Coosa River, Georgia and Alabama.-Locks Nos. 1, 2, and 3 were open to navigation on June 30, 1890, and have been operated continu- ously since, except during such periods as it was necessary to close them for repairs and for a period of ten days in February, 1895, when the canal between Locks Nos. 2 and 3 was frozen over. The amount expended to the end of the fiscal year ending June 30, 1910, was $191,079.63. The expenses of operating and care of Locks Nos. 1, 2, and 3 and Dam No. 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, as amended and reenacted by section 6 of the river and harbor act approved March 3, 1909. These expenses amounted to $5,897.12, exclusive of liabilities out- standing on June 30, 1910, of $2,037.94. (See Appendix Q 16.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 the narrows, Santa Rosa Sound, Florida, for a channel of 6 feet.-Reports dated November 12 and December 16, 1909, re- spectively, are printed in House Document No. 565, Sixty-first Con- gress, second session. A plan for improvement at an estimated cost of $24,000 is presented. 2. Preliminary examination and survey of channel from Apalachi- cola River to St. Andrews Bay, Florida.-Reports dated November a Erroneously reported in 1909 as $43,623. 89. bExclusive of the balance unexpended July 1, 1910. 460 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 10, 1909, and January 17, 1910, respectively, are printed in House Document No. 670, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $450,000 is presented. 3. Preliminary examination of Cahaba River, Alabama, from its mouth to Centerville.-Report dated July 21, 1909, is printed in House Document No. 697, Sixty-first Congress, second session. The locality is not considered worthy of further improvement by the Gen- eral Government at the present time. The local officer was also charged with the duty of making a pre- liminary examination and survey of Etowah, Coosa, and Tallapoosa rivers, Georgia and Alabama, with a view to their improvement for navigation, etc., provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE MOBILE, ALABAMA, DISTRICT. This district was in the charge of Maj. Henry Jervey, Corps of Engineers. Division engineer, Lieut. Col. Lansing H. Beach, Corps of Engineers. 1. Mobile Harbor, Alabama.-This channel originally had mini- mum depths of 52 feet through Choctaw Pass and 8 feet through Dog River bar, at mean low water, 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. In 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 maintenance. 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 next project for the improvement of Mobile Harbor was that adopted by the river and harbor act of March 3, 1899, and provided for the formation of a channel 23 feet deep and 100 feet wide at bottom, with appropriate side slopes, from the entrance of the bay to the mouth of Chickasaw Creek. Work on this project and its main- tenance has been in progress ever since, until its virtual completion on July 12, 1909. The act of June 13, 1902, made the removal of sunken obstructions part of the maintenance work in Mobile Harbor. The act of March 3, 1905, made the work of dredging a channel 300 feet wide and 30 feet deep through the Mobile outer bar a separate work of improvement. RIVER AND HARBOR IMPROVEMENTS. 461 The total amount expended on the above project to June 30, 1910, was $1,896,860.58, of which $610,832.07 was applied to work of maintenance. The present project was adopted by the river and harbor act ap- proved June 25, 1910, and provides for the formation of a channel 200 feet wide in Mobile Bay and 300 feet wide in Mobile River, with a depth of 27 feet at mean low water, the work to include the straight- ening of the channel between beacons 22 and 16 and a turning basin 600 feet by 800 feet at the upper end of the improvement. The esti- mated cost of $1,802,548, and the act mentioned appropriated $450,000 to be applied to this work. The same act stipulated that the work should be completed within a period of four years, and provided that in the discretion of the Secretary of War, the work of straighten- ing the channel should not be undertaken until the present channel shall have been dredged to a depth of 27 feet. In the exercise of this discretion the Secretary of War has authorized the excavation of the straight channel as indicated. The report of the survey upon which this project is based is printed in House Document No. 657, Sixty-first Congress, second session. With the above-mentioned appropriation of $450,000, it is proposed to purchase one hydraulic dredge, with attendant plant, similar in general design to the U. S. dredge Pascagoula;to operate this dredge for the balance of the fiscal year, and with the balance of money to do such dredging under contract during the fiscal year ending June 30, 1911, as can not be performed by government dredge. The estimate of funds required during fiscal year ending June 30, 1912, is based on a similar purpose, to do part of the work with government dredges and part by contract. During the past fiscal year, the Bowers Southern Dredging Com- pany completed their contract on July 12, 1909, by the removal of 271,277.3 cubic yards of material, place measurement. The U. S. dredge Charleston while employed on Mobile bar, worked in the lower end of Mobile ship channel when weather conditions prevented work on the bar, removing 78,944 cubic yards of material at a cost of $3,353.65, or 4.12 cents per cubic yard. The snag boats Demopolis and Tombigbee removed 594 snags, logs, and stumps from the improved channel. With funds available for the work of removing sunken obstructions, and future allotments made for the purpose, such work will be con- tinued in maintenance of the improvement. On June 30, 1910, the maximum low-water draft that could be car- ried through the shoalest part of the dredged channel was 23 feet at mean low water. The average range of tide is 11 feet. Mobile River is navigable for vessels of about 14 feet draft up as far as its head, 45 miles above Mobile. The combined commerce, foreign and domestic, using Mobile Har- bor during 1909, aggregated 1,910,871 short tons, valued at $57,596,- 980. Cotton and cotton products, breadstuffs, hog products, lumber, and timber were the principal articles of export, and bananas and sisal grass the most important imports. The effect of the improvement has been to give Mobile Harbor an average reduction of about 20 per cent on rail freight rates from Atlantic seaport cities and to afford direct water freight rates from Mobile to foreign ports. 462 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. GENERAL IMPROVEMENT. July 1, 1909, balance unexpended-------.. -------------------- $185, 222.04 Amount allotted from appropriation by river and harbor act ap- proved June 25, 1910------------------------------------ 450, 000. 00 June 30, 1910, receipts from sales ---------------------- 73. 80 June 30, 1910, amount expended during fiscal year: 635, 295.84 For works of improvement-------------------$59, 665. 05 For maintenance of improvement--------------52, 845. 67 112, 510. 72 July 1, 1910, balance unexpended---- --------------- 522, 785. 12 July 1, 1910, outstanding liabilities---------------- ------------- 100. 00 July 1, 1910, balance available------------------------------522, 685. 12 Amount (estimated) required for completion of existing project_ al, 352, 548.00 IAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ _________------------------------ a 500, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. REMOVING OBSTRUCTIONS. July 1, 1909, balance unexpended---------------------------- $8, 758. 34 Amount allotted from appropriation by river and harbor act ap- proved June 25, 1910_____------------------------------- 5, 000.00 13, 758.34 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement----------- ----------------------- 6, 821. 37 July 1, 1910, balance unexpended---------------------------- 6, 936. 97 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__ _____ _ n__ _ a 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. CONSOJ IDATED. July 1, 1909, balance unexpended ----------------- $193, 980. 38 Amount appropriated by river and harbor act approved June 25, _ 1910------------------------------------ 455, 000.00 June 30, 1910, receipts from sales----------------------------- 73. 80 June 30, 1910, amount expended during fiscal year: 649,054.18 For works of improvement__ $59, 665.05 For maintenance of improvement ------------- 59, 667. 04 119, S 332. 09 July 1, 1910, balance unexpended--------------- 529, 722. 09 July 1, 1910, outstanding liabilities _____________-____________ 100. 00 July 1, 1910, balance available______--------------- __---529, 622. 09 Amount (estimated) required for completion of existing project_ a 1, 352, 548.00 Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement___---___------------ $500, 000 For maintenance of improvement---------------_ 5, 000 a 505, 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.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 463 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, 1910, the sum of $173,004.55 had been expended on this improvement, of which about $77,004.55 was applied to main- tenance. From July 1 to 31, 1909, and January 25 to April 20, 1910, the U. S. dredge Charleston was engaged in work on Mobile outer bar, removing shoals and increasing the depth in unfinished parts of the channel. There is still a shoal at the outer end and one at the inner end of the channel. The original work under the project is about 96 per cent complete. During her time here, the Charleston removed 121,640 cubic yards of material, bin measurement. The maximum draft that can be carried through the channel at mean low water is about 30 feet, and the average range of tide is 1.1 feet. Available funds and future appropriations will be applied toward completing the project and to its maintenance, preferably with a government dredge. 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 proj- ect is based can be found in the Annual Report of the Chief of Engineers for 1904, page 324. July 1, 1909, balance unexpended $16, 561. 06 --------------------------- Amount appropriated by river and harbor act approved June 25, 1910 ------------------- ------------------- 9, 000. 00 25, 561. 06 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------- $6, 000. 00 For maintenance of improvement--------------- 10, 561.06 16, 561. 06 July 1, 1910, balance unexpended---------------------- ----- 9, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance --------- a 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 2.) 3. Black Warrior, Warrior, and Tombigbee rivers, Alabama.- (a) Black Warrior River.-This name refers to that portion of the aExclusive of the balance unexpended July 1, 1910. 464 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 14J miles above, by means of five locks and dams, at an estimated cost of $741,670. Locks Nos. 10, 11, and 12 were built by hired labor and have been completed and opened for traffic since November, 1895. Lock No. 13 was completed in May, 1905. The river and harbor act of March 3, 1899, provided for the construction of this lock, and extended the upper limit of the improvement to the junction of the Mulberry and Locust forks of the river, 46 miles above Tuscaloosa. The river and harbor act of March 2, 1907, authorized the construc- tion of Locks Nos. 14, 15, 16, and 17, leaving 18, 19, and 20 to be provided for. It was subsequently decided to build two 21-foot lift locks (Nos. 16 and 17) instead of three 14-foot lift locks on Squaw shoals, thus reducing the number of locks in the slack-water system necessary to carry the improvement up to the Mulberry and Locust forks from 20 to 19. Locks Nos. 14 and 15 have been completed by contract during the fiscal year, the gates have been erected by hired labor, and these locks are now open for traffic. The completion of six locks on this river has resulted in affording 6-foot navigation to the site of Lock No. 16 from Tuscaloosa, 25 miles. Lock No. 16 is being built under contract dated November 28, 1908. This lock is about 30 per cent completed. Lock tender's house has been built, and valves and special irons have been delivered to con- tractor at lock site. Plans and specifications for Lock No. 17 have been forwarded for approval. Plans have been prepared for Locks Nos. 18 and 19. The total amount expended on the Black Warrior River to June 30, 1910, including cost of surveys, etc., was $1,777,421.35, none of which was applied to maintenance. Recent appropriations have been made for locks and dams on the Black Warrior, Warrior, and Tombigbee rivers as one slack-water system, and for statement of total figures for project see report (c) Tombigbee River. 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. (b) Warrior River.-This name refers to that portion of the War- rior River below Tuscaloosa. Originally logs, snags, and overhang- ing 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 chan- nel by jetty construction and the removal of snags and overhanging trees. The amount expended on this project from 1880 until the RIVER AND HARBOR IMPROVEMENTS. 465 adoption of the present project was $319,388.30. Prior to 1880 ap- propriations 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, for the construction of six locks and dams (Nos. 4 to 9, inclu- sive, of the Black Warrior, Warrior, and Tonbigbee system), with a total lift of 60 feet, and to afford a channel for barges of 6 feet draft at mean low water all the year round between Demopolis and Tus- caloosa, has been completed, except that some dredging is needed near the upper end of each pool to give the required depth at low water. The total amount expended on improvement of Warrior River under the existing project to June 30, 1910, was $2,086,445.12, of which $13,691.24 was applied to maintenance. For commercial statistics, see report on operating and care of locks and dams. 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. (c) Tombigbee River from the mouth to Demopolis (construction of locks and dams).-For original condition of channel, former projects, and details as to present project, see report on mainte- nance of channel in Tombigbee River from the mouth to Demopolis, which follows this report. The lock and dam work was adopted by the river and harbor act of September 19, 1890, as part of a project for the improvement of this section, and the river and harbor act of June 13, 1902, made this a part of the project for securing 6-foot navigation all the year round between Mobile and the Warrior coal fields. The total amount expended on work of lock and dam construction on this section to June 30, 1910, was $826,611.19; for construction of a dredge, $40,030; and for construction of lock houses, $14,591.61. During the past fiscal year work was carried on under contract at Locks Nos. 2 and 3, the principal work being that of excavation, building cofferdam, placing concrete, and delivering materials. Cof- ferdam was completed at Lock No. 2 and nearly completed at Lock No. 3. Contract work at these two locks has been slow, and it is hoped that during the approaching working season much better progress will be made. Lock No. 2 is about 28 per cent completed and Lock No. 3 about 23 per cent completed. The lock tender's house at Lock No. 2 was completed and another lock tender's house was built at Lock No. 3 during the fiscal year. For commercial statistics, see report on Tombigbee River, mouth to Demopolis (maintenance), and also on operating and care of canals. General.-Recent appropriations for slack watering the Black War- rior, Warrior, and Tombigbee Rivers have been made for one system from Mobile to the Mulberry and Locust forks of the Black Warrior, so that this is now considered one project, involving the construction of 19 locks and dams, the estimated cost of which, exclusive of main- tenance, is $7,391,716. 0 56932 -ENG 1910----30 466 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The following statement shows the total figures for this project: Total estimated cost of project, including $13,691.24 applied to maintenance work, but not including $2,852.31 received from sales, etc------------------------------------------ $7, 405, 407. 24 Total amount appropriated (not including receipts from sales, etc.) to June 30, 1910________________________---------6, 105, 407. 24 Amount authorized, but not yet appropriated- ___ $500, 000. 00 Amount required, but not yet authorized or ap- propriated _-------- --- ----------- 800, 000. 00 1, 300, 000. 00 The following division shows the proposed application of the re- quired $1,300,000: For completing locks and dams ----------------------- $1, 135, 000. 00 For dredging between locks necessary to obtain 6-foot depth____ 100, 000. 00 For construction of additional lockhouses_______------------- 25, 000. 00 For removing snags and overhanging trees (original work)_... 30, 000. 00 For building fishways in dams at Locks Nos. 7 to 13__----------- 10, 000. 00 Total amount required that has not yet been appropriated__ 1, 300, 000. 00 Amount appropriated, including $2,852.31 received from sales, etc., to June 30, 1910, in all------ 6, 108, 259. 55 Applied to work of lock and dam construction, in- cluding surveys__________---------------$4, 676, 786. 42 Cost of dredge--------------------------- -- 40, 030. 00 Cost of lock houses to June 30, 1910_____________ 14, 591. 61 Snagging work (maintenance) --------------- 13, 691. 24 Total _------------------------------------------ 4, 745, 099. 27 Balance unexpended June 30, 1910--------------------- 1, 363, 160. 28 It is therefore proposed to apply available funds and future appro- priations to the completion of locks and dams on the Black Warrior and Tombigbee rivers, the performance of dredging, construction of lockhouses, removal of snags, etc., as indicated in the foregoing state- ment. The work immediately proposed is the completion of Locks and Dams Nos. 2 and 3, Tombigbee River, and Lock and Dam No. 16, Black Warrior River, the construction of Lock and Dam No. 17, and preliminary steps looking to the construction of Locks and Dams Nos. 18 and 19, Black Warrior River. The estimate ($600,000) submitted for the year ending June 30, 1912, includes the contract authorization of $500,000 made by the river and harbor act of June 25, 1910, to be appropriated in the next sundry civil act, and the sum of $100,000 to be carried in the next river and harbor act. In order that this extensive improvement now approaching completion may be prosecuted most economically and advantageously it is recommended that the cash appropriation of $100,000 in the river and harbor act be supplemented by a contract authorization for the entire additional amount ($700,000) required to complete the project. The work of lock and dam construction has had a marked effect upon traffic, but will have much more when completed. Packet serv- ice between Mobile and Tuscaloosa, Ala., abandoned for years, was resumed again last season. A considerable reduction in freight rates is anticipated when the project shall have been finished. RIVER AND HARBOR IMPROVEMENTS. 467 LOCK HOUSES. July 1, 1909, balance unexpended-------- ------------------- $19, 684. 84 June 30, 1910, amount expended during fiscal year, for works of improvement------------ ------- 4, 276.45 July 1, 1910, balance unexpended._---__--------------------- 15, 408. 39 LOCKS AND DAMS. July 1, 1909, balance unexpended__________________________ 1, 190, 018. 14 Appropriated by sundry civil act approved June 25, 1910-------- 312, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ___________________--------- 500, 000.00 June 30, 1910, receipts from sales----------------------------- 1, 349. 00 2, 003, 367. 14 June 30, 1910, amount expended during fiscal year, for works of improvement_-------_----- a 655, 615. 25 July 1, 1910, balance unexpended 1, 347, 751. 89 July 1, 1910, outstanding liabilities--------------------------- 65, 000. 00 July 1, 1910, balance available__ 1, 282, 751. 89 July 1, 1910, amount covered by uncompleted contracts---------- 865, 000. 00 Amount (estimated) required for completion of existing project_ b 1, 300, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement __________----------- b c 600, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. July 1, 1909, balance unexpended _ _ __ _ 1, 209, 702. 98 Appropriated by sundry civil act approved June 25, 1910 ------ 312, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910------------ -------------------------- 500, 000. 00 June 30, 1910, receipts from sales----------------------------- 1, 349. 00 2, 023, 051. 98 June 30, 1910, amount expended during fiscal year, for works of improvement__- a 659, 891. 70 July 1, 1910, balance unexpended -- ---------- 1,363, 160. 28 July 1, 1910, outstanding liabilities----------------------- 65, 000. 00 July 1, 1910, balance available-------------------------- 1, 298, 160. 28 July 1, 1910, amount covered by uncompleted contracts---------- 865, 000. 00 Amount (estimated) required for completion of existing project_ b 1, 300, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_______________________ b c 600, 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 a Not including $63.40 expended for Isthmian Canal Commission and subse- quently returned to appropriation, nor $311.43 expended for the same commis- sion, to be returned to appropriation. b Exclusive of the balance unexpended July 1, 1910. o Of this amount $500,000 is for continuing contract work authorized by the river and harbor act approved June 25, 1910. 468 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, at mean low water. 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. Prior to commencement of work under the existing project there was applied to channel work on this section of river $249,542.48. The earlier projects for the improvement of this section 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 mouth 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, 1910, was $60,853.03, 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. During the past fiscal year the snag boat Tombigbee worked on this section of river from July 21, 1909, to January 10, 1910, and March 14-16. 1910, when she was at Lock 1 removing a log jam. In this time 185 miles of river was worked over and 4,445 logs, snags, and stumps were removed. The Tombigbee was overhauled and put in first-class condition. With the funds estimated for the fiscal year ending June 30, 1912, it is proposed to operate snag boats and to work one or more bank RIVER AND HARBOR IMPROVEMENTS. 469 parties in order that this section of river may be thoroughly cleaned out and put in good condition as far as practicable before the final completion of Locks and Dams Nos. 2 and 3, which will raise the water level in their pools much higher than at present, rendering such work more difficult and expensive than under present conditions. It is proposed to apply available funds and future appropriations to maintenance of the improvement by snagging, dredging, and con- struction of jetties. 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, Mississippi, a farther distance of 169 miles. This stream is nontidal except in its lower reaches. Floods at Demopolis 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. Commerce on this section of river in 1909 amounted to 383,477 short tons, valued at about $4,530,073. The project results in affording cheap water rates between Mobile and points along the lower Tom- bigbee River. July 1, 1909, balance unexpended -- 654. 63 $---------------------------- Amount appropriatedby river and harbor act approved June 25, 1910_ 13, 000. 00 22, 654. 63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------- --- -------------------------------- 9, 520. 86 July 1, 1910, balance unexpended-------------------------------_ 13, 133. 77 July 1, 1910, outstanding liabilities ------------------------------- 100. 00 July 1, 1910, balance available___ 13, 033. 77 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ _..... _..-----_ _ -__-- a 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. (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 being 1 foot at mean low water, and the minimum width of channel 70 feet. The improvement of the Tombigbee River between Demopolis and Columbus was commenced under the project of 1871, which contemplated 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. Prior to adoption of the present project, $63,382.98 was expended on this section of the river. 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, a Exclusive of the balance unexpended July 1, 1910. 470 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 harbor 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 the work under the existing project up to the close of the fiscal year ending June 30, 1910, was $182,000, of which about $81,543.11 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 fiscal year the snag boat Vienna worked over 62 miles of that part of the river most in need of cleaning out, between July 6 and November 16, 1909, operations being suspended on the latter date, when funds were exhausted. During this time 1,649 logs, stumps, snags, and trees were removed from the channel. With available funds it is proposed to pay for part of the cost of a self-propelling snag boat for use on this section and the lower part of the river above Columbus and for the operation of this boat in maintenance of the improvement, and the amount estimated for the fiscal year ending June 30, 1912, will be applied to the same work. The commerce on this section during the calendar year 1909 amounted to 38,314 short tons, valued at $866,293. This project results in affording water rates from Mobile to points on the Tombigbee River above Demopolis for several months each year. Report of survey upon which this project is based is printed in the Annual Report of the Chief of Engineers for 1890, page 1716. July 1, 1909, balance unexpended-------------------------------- $3, 704. 62 Amount appropriated by river and harbor act approved June 25, 1910_ 11, 000. CO 14, 704. 62 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 3, 704.62 July 1, 1910, balance unexpended------------------------------- 11, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (f) Tombigbee River from Colurmbus to Walkers 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 a See consolidated money statement on page 472. RIVER AND HARBOR IMPROVEMENTS. 471 channel. The minimum depth in the channel was about 1 foot at mean low water 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 chan- nel 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 improve- ment. 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 overhanging 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, 1910, was $80,667.05, of which amount $46,856.21 had been applied to maintenance. United States plant and hired labor have been employed on this work. The limited amount available for work on this section of the river for a number of years has limited operations to short stretches of river in worst condition. With available funds it is proposed to pay part of the cost of a self- propelling snag boat, to be used on the lower part of this section and on the river below Columbus, and with the balance of funds and future appropriations it is proposed to operate this boat a portion of the low-water season on the lower part of the river above Columbus and to operate a bank party on the upper part in maintenance of the improvement. Work was carried on from the beginning of the fiscal year to November 5, 1909, when funds were exhausted. The plant used was a gasoline launch and a barge, and the worst obstructions were removed from 115 miles of river, from a point 21 miles below Fulton to a point 15 miles below Aberdeen, Miss. During this time 4,720 logs, snags, and stumps were removed from the channel. 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 Engineers for 1905, page 340. The commerce on this section of the river during the calendar year ending December 31, 1909, amounted to 18,151 short tons of logs and general merchandise, valued at $103,679. Funds for work on this part of the river have usually been allotted from the appropriation for Tombigbee River, Demopolis to Columbus. This project has no effect on freight rates. 472 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended ---------------------------- $2, 941.85 Amount appropriated by river and harbor act approved June 25, 1910- 10, 000. 00 12, 941. 85 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------- ------- ----------------------- 2,941. 85 July 1, 1910, balance unexpended_ __ -- ____,, 10, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. Tombigbee River, from Demopolis, Ala., to Walkers Bridge, Miss. July 1, 1909, balance unexpended_----------------------------_ $6, 646. 47 Amount appropriated by river and harbor act approved June 25, 1910_ 21, 000. 00 27, 646. 47 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_________-_________ 6, 646. 47 July 1, 1910, balance unexpended ___________________________ 21, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, _- for maintenance of improvement_ _---------------------- b5, 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 3.) 4. Operating and care of locks and dams on Black Warrior and Tombigbee rivers, Alabama.-(a) Lock 1.-This lock is about 110 miles above Mobile, and was opened for traffic on September 6, 1908, though construction work was not completed until some time after that date. This lock has been used constantly since it was opened to traffic, as the commerce using it is quite heavy. The guard cribs at Lock 1 have been found too light for this heavy traffic, and are in bad condition. During the past fiscal year an allotment was made to replace these guard cribs with new ones, larger and heavier, to place some stone outside the river wall just below the apron of the dam to prevent scour at that point, and for a set of coffer timbers for use in case of accident. Part of the material for this work has been deliv- ered, preparatory to building the cribs. Floods in July, 1909, and February-March, 1910, caused considerable deposit, which had to be removed in order to operate the lock. Some dredging was done at both approaches and in the lock chamber itself. (b) Lock 4.-This lock is near Demopolis, Ala., about 231 miles above Mobile. Construction work was completed and the lock opened for traffic on December 1, 1908. At that time its operation and care became a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909. The lock has been used regularly since that time whenever the stage of river below allowed boats to reach Demopolis. During the pre- vious year the bank below lock caved badly, and guide crib below lock was shoved out into channel. This crib has been replaced dur- ing the past fiscal year with a much heavier one. Bank slopes have been graded and riprap bank protection extended. Considerable a See consolidated money statement on this page. bExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 473 stone filling has been placed below dam. Flood deposit dredged from lower approach to lock. (c) Lock 5.-This lock is about 246 miles above Mobile. Construc- tion work was completed and this lock opened to traffic September 1, 1908. At that time its operation and care became a charge under the general law of July 5, 1884, as amended by section 6.of the river and harbor act of March 3, 1909. Riprap bank protection has been ex- tended and some stone filling placed below dam. (d) Lock 6.-This lock is about 267 miles above Mobile. Con- struction work was completed and the lock opened to traffic on Octo- ber 1, 1908. At that time its operation and care became a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act. of March 3, 1909. An apron of derrick stone has been placed below dam and considerable stone filled along outside of river wall of lock to prevent erosion. (e) Lock 7.-This lock is about 282 miles above Mobile. 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, as amended by section 6 of the river and harbor act of March 3, 1909. During the fiscal year one of the guide cribs, which had undermined and turned over, was replaced with a heavier crib. Flood deposit was dredged from lock approaches. The lock was pumped out and gates painted. (f) Lock 8.-This lock is about 298 miles above Mobile. Contract work was completed and this lock turned over to the United States in December, 1902. On January 1, 1903, its operation and care be- came a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909. During the fiscal year this lock has been pumped out and the gates have been painted. (g) Lock 9.-This lock is about 315 miles above Mobile. 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, as amended by section 6 of the river and harbor act of March 3, 1909. During the fiscal year this lock has been pumped out and the gates have been painted. Considerable flood deposit was dredged from the lock approaches and some stone has been filled along outside of river wall below dam. (h)" Locks 10, 1.1, and 12.-These locks and dams are near Tusca- loosa, Ala., about 362 miles above Mobile, and overcome the Tusca- loosa Falls with their combined lift of 29 feet. They were finished and opened for traffic in November, 1895, and on July 1, 1896, their operation and care became a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909. During the past year some quarry waste has been filled above these dams to prevent leakage. One guide crib at Lock 10 has been rebuilt from the water line up. New miter posts placed on upper gates, Lock 10, and minor repairs to gates and valves. (i) Lock 13.-This lock is about 9 miles above Tuscaloosa and about 370 miles above Mobile. It was completed and opened for traffic on July 4, 1905, when its operation and care became a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909. During the past year riprap bank protection was extended below abutment of dam. (j) Lock 14.-This lock is about 12 miles above Tuscaloosa and about 373 miles above Mobile. Contract work on this lock was com- 474 REPORT OF THE CHIEF OF ENGINEERS, Ui. S. ARMY. pleted during the past year. The gates were erected, and the lock opened for traffic on March 29, 1910, at which time its operation and care became a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909. (k) Lock 15.-This lock is about 19 miles above Tuscaloosa and about 380 miles above Mobile. It was completed by contract, the gates erected by hired labor, and the lock opened for traffic on May 2, 1910, at which time its operation and care became a charge under the general law of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909. (1) During the past year, in addition to work on the locks, the snag boat R. C. McCalla has worked over the river from Lock 4 to Lock 15, removing the worst snags and obstructions. The dredge Chas. Humphreys has dredged channels through the worst bars be- tween Tuscaloosa and Demopolis. Fitting up 8-inch suction dredge has been completed. The towboat Nugent was thoroughly overhauled and repaired. Six additional pontons and 200 additional feet of pipe line have been fitted up for the Humphreys. Two quarter boats have been repaired and painted, and seven work barges were hauled out on the ways and thoroughly repaired. To June 30, 1910, the total amount expended on this work was $559,951.75. The total amount expended during the past fiscal year for oper- ating and care of the 13 locks was $126,034.46.a The total amount of commerce using the locks during the fiscal year ending June 30, 1909, was 538,577 short tons, while that for the fiscal year ending June 30, 1910, was 639,041 short tons, principally coal, corn, cotton, cotton seed, logs, staves, and 'general supplies. In addi- tion to this traffic through the locks, there were 10,000 short tons of logs handled in the pool between Locks 4 and 5, 2,800 short tons of logs in the pool between Locks 7 and 8, 7,600 short tons of coal in the pool between Locks 12 and 13, and considerable coal, cement, timber, and contractors' supplies in the pool between Locks 14 and 15. (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 mean low water, while inside the mouth for a distance of 10 miles upstream the river was navigable for vessels of 6 feet draft. Appropriations for this work of im- provement were inade 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 a Not including $3.10 expended for Isthmian Canal Commission, to be returned. RIVER AND H1ARBOR IMPROVEMENTS. 475 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 $87,317.60, excluding the expenditure of $7,682.40 applied to dredging work in Horn Island Pass in 1897, or a total of $161,817.60 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 contour 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 anchorage. 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, 1910, was $741,542.75, excluding the expenditure of about $88,000 on the work performed at Horn Island. Of this amount $165,081.14 was applied to maintenance. Work under the project is about 75 per cent completed. The river and harbor act approved June 25, 1910, further modi- fied the project for this improvement by extending the upper limit about 1 mile farther up Dog River, increasing the total cost of the project by $8,000. This action was based upon a survey the report of which is printed in House Document No. 642, Sixty-first Congress, second session. The new dredge Pascagoula commenced work on this channel on September 21, 1909, and up to June 30, 1910, she removed 1,233,653 cubic yards of material, place measurement, much of this material being stiff clay. The available draft is now 18 feet at mean low water. The average range of tide is 14 feet. Funds already appropriated and now on hand will be sufficient to complete the formation of a channel 225 feet wide of the project depth below the railroad bridge at Scranton and the new part of the chan- nel added to the project by the last river and harbor act, and to maintain the same. This will afford a channel width sufficient for the existing depth, and no estimate for additional appropriation is submitted at this time, pending the submission of report on the examination called for by the river and harbor act of June 25, 1910. 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 En- gineers for 1904, page 334. An account of this improvement is con- tained in the Annual Reports for 1902, page 2211, and 1904, page 1828. 476 REPORT OF THE, CHIEF OF ENGINEERS, U. S. ARMY. The commerce of the harbor for the calendar year 1909 amounted to 991,055 short tons, principally logs, lumber, and naval stores, valued at $6,997,160. 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, 1909, balance unexpended__---------------------------- $79, 948. 87 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 93, 000. 00 June 30, 1910, amount expended during fiscal year: 172, 948.87 For works of improvement- - - _ $56, 891. 62 For maintenance of improvement- -- _ 10, 000. 00 66, 891.62 July 1, 1910, balance unexpended--------------------------106, 057.25 July 1, 1910, outstanding liabilities---_ 7, 000.00 July 1, 1910, balance available ------------------------------ 99, 057.25 (See Appendix R 5.) 6. Pascagoula, Leaf, and Chickasahay rivers, Mississippi.--(a) PascagoulaRiver (above the mouth of Dog River).-Before this im- provement was commenced navigation was impossible on this section of Pascagoula River except during periods of high water. The minimum width of the channel was 60 feet and the minimum depth was 1 foot htmean low water, 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, described in the report on the improvement of Pascagoula River, Mississippi, contemplated the improvement of the river by the removal 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 improve- ment was adopted. This project provided for the maintenance of the channel above the mouth of the river by removal of obstructions from the stream from time to time, but 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 expended on the existing project to June 30, 1910, was $31,920.59, all of which was applied to maintenance. Work was commenced on October 9, 1909, with the U. S. snag boat Demopolis at Dead Lake, about 45 miles above the mouth of Pasca- goula River, and carried on upstream for a distance of 17J miles, when high water necessitated the suspension of operations on Decem- ber 21, 1909. During this time 692 snags, logs, and stumps were removed from the river, rendering the condition of the stream up to the point reached much better than it has been before in some years. On June 30, 1910, the Pascagoula River was navigable at mean low water for boats of about 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. RIVER AND HARBOR IMPROVEMENTS. 477 The commerce originating on Pascagoula River above the mouth of Dog River during the calendar year 1909 amounted to 231,877'short tons, principally logs, naval stores, and general merchandise, valued at $1,440,500. 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 will be applied to part payment on snag boat and in continuation of snagging operations. July 1, 1909, balance unexpended ____ ___________ $3, 369. 03 Amount appropriated by river and harbor act approved June 25, 1910_ 6, 000. 00 9, 369. 03 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__----------------------------- 2, 539.62 July 1, 1910, balance unexpended---------------------------------6, 829. 41 (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 22 feet at mean low water. The original project for this improvement 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 maintaining the improvement. No work was done during the fiscal year, the expenditures being applied to part payment for construction of a quarter boat now being used in the survey of Leaf River, but later to be used on the improvement of this stream. Part of the funds now available will be applied to the construction of a small nonpropelling snag boat, to be paid for jointly from funds belonging to the Leaf and Chickasahay rivers. The balance will be applied to the work of removing sunken obstructions and overhang- ing trees in maintenance of the improvement. The total amount expended on this improvement up to June 30, 1910, was $23,346.01, of which $12,326.97 was applied to maintenance. On June 30, 1910, 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. The commerce of Leaf River during the calendar year 1909 amounted to 188,050 short tons, principally logs and timber, valued at $632,500. This project has no effect on freight rates. July 1, 1909, balance unexpended ---------- $2, 353. 99 Amount appropriated by river and harbor act approved June 25, 1910_ 6, 000. 00 8, 353. 99 June 30. 1910, amount expended during fiscal year, for maintenance of improvement_ -- 200. 00 July 1, 1910, balance unexpended ------------- 8, 153. 99 478 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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 at mean low water, 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. 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 exami- nation upon which this project is based is printed in the Annual Report of the Chief of Engineers for 1905, page 346. No expenditures were made during the past fiscal year. With available.funds it is proposed to maintain the improvement, including the payment of part cost of a small snag boat suitable for the work on these streams. The total amount expended on the improvement up to June 30, 1910, was $24,877.46, of which $12,477.73 was applied to maintenance. This stream is nontidal, and its condition on June 30, 1910, 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 1909 amounted to 91,969 short tons of logs and timber, valued at $370,500. July 1, 1909, balance unexpended -------- $372. 54 Amount appropriated by river and harbor act approved June 25, 1910-- ------------------------------------------- 3, 000. 00 July 1, 1910, balance unexpended--------- --------------------- 3, 372. 54 CONSOLIDATED. July 1, 1909, balance unexpended- ----------------------------- $6, 095. 56 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------- 15, 000. 00 21, 095. 56 June 30, 1910, amount expended during fiscal year for maintenance of improvement-------------------------- -------------------- 2, 739. 62 July 1, 1910, balance unexpended_____________________________ 18, 355. 94 (See Ap'pendix R 6.) 7. Horn Islanld Pass, Mississippi.-The channel through the bar had before improvement a depth which increased through natural RIVER AND HARBOR IMPROVEMENTS. 479 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 at mean low water. 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 $88,000 was applied to dredging a 20-foot (19 feet present datum) channel at cer- tain shoal areas in the Horn Island anchorage basin, the work being in progress between 1899 and 1901. The existing project for the improvement of Horn Island Pass provides for the formation of a channel 21 feet deep at low water, 300 feet 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 pre- serve 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 con- tracts can be made at a sum not to exceed the unit price of 11 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, completing the project and maintaining the same. The dredge Charleston was employed here from August 1 to Octo- ber 10, 1909, removing all shoals that had formed in the dredged channel, restoring it to its projected width and depth. During her time here the dredge removed 158,470 cubic yards of material. Part of the cost of repairing the above-named dredge was paid for from funds for this improvement. Available funds and future appropriations will be applied to main- tenance of the present channel through the pass, including part cost of keeping in repair United States dredge for use on this and other outer bars in the district. 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 22 feet, and the average range of tide is about 1.1 feet. Commerce using the Horn Island Pass channel during the calendar year 1909 amounted to about 545,505 short tons of lumber and timber, valued at about $4,854,160. This improvement in connection with the improvement of Pasca- goula River results in effecting a reduction in rail freight rates be- tween Scranton, Missy and seaboard cities of the Atlantic coast, and 480 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, was $60,481.08, of which about $20,001.08 has been applied to maintenance. July 1, 1909, balance unexpended_____________________________ $11, 230. 29 Amount appropriated by river and harbor act approved June 25, 1910--------------------------------------------------------4, 500. 00 15, 730. 29 June 30, 1910, amount expended during fiscal year for maintenance of improvement__ 0, 231. 37 1---------------------------- July 1, 1910, baalance unexpended__ _ 5,498. 92 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ---------------------- a 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 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. 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 4 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. Since that time funds have been applied to the maintenance of the improvement. No work was done here during the past fiscal year, and no expendi- tures were made. The last dredging at this locality was completed in May, 1908, and considerable shoaling, especially near the edges of channel, has taken place since. Available funds and future appropriations will be applied to main- taining 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 1908 con- sisted principally of lumber, rosin and turpentine, fish and oysters, and general merchandise, amounting to 217,550 short tons, valued at $2,361,150, and was practically the same for 1909, though no definite figures could be obtained. The total amount expended on this improvement up to June 30, 1910, was $71,586.44, of which $27,204.17 was applied to work of maintenance. The maximum low-water draft that can be carried through the channel is now about 5 feet, and the range of tide is about 1Q feet. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 481 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, 1909, balance unexpended______________________________ $795. 83 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 July 1, 1910, balance unexpended ____________5, 795. 83 (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 8r feet, and over the site of the anchorage basin they varied from 81 to 21 feet, at mean low water. 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 and not less than 2,640 feet by 1,320 feet in area. This act also au- thorized 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 $1.50,000 should be paid the contractor for the work, the channel and basin having been dredged to the approximate depth and width re- quired in the contract. The payment was 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. The report of the survey upon which the improvement of Gulfport Harbor and Ship Island Pass, Mississippi, was originally based is printed in the Annual Report of the Chief of Engineers for 1899, page 1787. Reports of another examination and survey of this local- ity are printed in House Document No. 184, Fifty-ninth Congress, second session. Prior to the act of March 2, 1907, appropriations were made sepa- rately for Gulfport Harbor, Mississippi, and Ship Island Pass, Mis- 56932 0 -ENG 1910----31 482 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sissippi. Under an appropriation of $40,000, carried by the river and harbor act of March 3, 1899, of which $39,695.88 was expended and.the balance turned back into the Treasury, the channel through Ship Island Pass was dredged from its original depth of 21 feet to the projected depth of 26 feet and 300 feet width. These depths were 20 feet and 25 feet, respectively, referring to present datum. The channel through Ship Island Pass subsequently shoaled to as little as 22 feet in some spots. Funds appropriated March 2, 1907, were not applied to this part of the work. The U. S. dredge Barnard was employed during the entire fiscal year, working on the Gulfport channel but doing no dredging in the anchorage basin. She removed 3,005,270 cubic yards of material, at a cost of about $111,911, and the snagboat Demopolis worked in the anchorage basin from March 24 to June 8, 1910, removing 525 ob- structions, at a cost of about $3,000. The channel is in better condi- tion than ever before, the depth ranging from 19 to 23 feet. Vessels drawing 21 feet navigate it at mean low tide without trouble. No dredging was done in the basin during the fiscal year and it has shoaled considerably at the outer end. Vessels still load down to 19 feet at mean low tide and to 21 feet at high tide. The average range of tide is 14 feet. Work at Ship Island Pass was prosecuted with the dredge Charles- ton from October 11, 1909, to January 24, 1910, and from April 21 to June 30, 1910, removing 398,079 cubic yards of material and spend- ing $11,227.07. The depth here before this dredging ranged from 22 to 24 feet at mean low tide. The depth now ranges from 23 feet at the outer end of the channel where the material is soft to 27 feet in places near the inner end, and there is now an available draft of from 24 to 25 feet at mean low water. The average range of tide is 1.1 feet. 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, act 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. The commerce of Gulfport Harbor and Ship Island Pass during the calendar year 1909 amounted to 550,260 short tons, principally cotton and lumber and timber, valued at $6,622,889. The 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. With available funds it is proposed to maintain the channel and basin at Gulfport and to secure as much additional depth as prac- ticable, not exceeding 23 feet at mean low tide, and to restore the channel through Ship Island Pass to a depth of 26 feet at mean low tide throughout, in accordance with the provisions of the river and harbor act of June 25, 1910, and with future appropriations this work will be continued, using United States dredges for the work. The total amount expended on this improvement to June 30, 1910, was $464,679.47, of which $258,783.74 was applied to maintenance. Of the amount expended, $412,622.69 was applied to Gulfport harbor and channel and $52,056.78 was used on Ship Island Pass. RIVER AND HARBOR IMPROVEMENTS. 483 July 1, 1909, balance unexpended-------------------- $148, 705. 22 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------------- 100, 000. 00 248, 705. 22 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------- 126, 138. 05 July 1, 1910, balance unexpended ------------------------ 122, 567. 17 July 1, 1910, outstanding liabilities---------------------------11, 500. 00 July 1, 1910, balance available ----------------------------- 111, 067. 17 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ---------_-------- a 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 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. During the fiscal year ending June 30, 1908, a channel 8 feet deep and 100 feet wide was dredged from the 6.7-foot curve through the bar to the 5.3-foot curve at the mouth of Wolf River, and at the mouth of Jordan River from the 6.7-foot curve through the bar to the 5.5-foot curve, completing the project. During the past fiscal year no work was done here and no ex- penditures were made. The channels have maintained themselves fairly well. The one from the mouth of Jordan River is still navigable for 7-foot draft, while that from the mouth of Wolf River is navigable for 5k-foot draft. Available funds will be applied to removal of shoals from the dredged channel. The average range of the tide here is 1( feet. 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 1909 amounted to 52,788 short tons of lumber, rosin, turpentine, and gen- eral merchandise, valued at $864,649. 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. a Exclusive of the balance unexpended July 1, 1910. 484 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on this improvement up to the close of the past fiscal year was $29,195.19, none of which was applied to maintenance. July 1, 1909, balance unexpended ________________________$804. 81 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------- 5, 000. 00 -------- July 1, 1910, balance unexpended_________-______--_____________ 5, 804. 81 (See Appendix R 10.) 11. East Pearl River, Mississippi.-Originallythere was a depth of about 7 feet through this channel at mean low water. The original project, adopted August 5, 1886, provided for a channel 100 feet wide and 12 feet deep at mean low water, and in 1888 and 1890 appropriations of $5,000 each were made for the work. Proposals were advertised for, but those received were rejected as too high. Under the provisions of the river and harbor act of June 3, 1896, a survey was made with a view to obtaining a channel 17 feet deep at mean low water, and the report thereon is printed in Annual Report of the Chief of Engineers for 1897, page 1727. A channel 300 feet wide and 9 feet deep at mean low water was all that could be recommended, at an estimated cost of $18,199.80. This project was adopted by the river and harbor act of March 3, 1899, and an appropriation of $18,199.80 made for the work. With these funds and the two former appropriations of $5,000 a channel of the projected dimensions was finally dredged at a total cost of $27,853.92, the work being completed February 5, 1900. The balance of $345.88 was then turned back into the Treasury. The existing project was adopted by the river and harbor act of June 25, 1910, and is based upon a survey printed in House Document No. 328, Sixtieth Congress, first session. It provides for the restora- tion of the channel at the mouth of East Pearl River, which has almost disappeared since the last work, in 1900, to its former depth of 9 feet at mean low water for a width of 200 feet, at an estimated cost of $34,000 and $6,000 annually for its maintenance. No work was done here during the past fiscal year, and the total amount expended to June 30, 1910, was $27,853.92, none of which was applied to maintenance. The maximum draft that can be carried by vessels through this channel at present is 7 feet at mean low water, and the range of tide is about 13 feet. The commerce reported for this channel during the calendar year 1909 was 13,150 short tons of logs and timber, valued at $126,888. There is much other commerce here, such as general supplies and fish and oysters, but no definite figures could be obtained for it. The project has but little if any effect on freight rates. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ $20, 000.00 July 1, 1910, balance unexpended__------------------------- __ 20, 000. 00 Amount (estimated) required for completion of existing project __ a 14, 000. 00 (See Appendix R 11.) 12. Pearl River below Rockport, Miss.-The limits of this improve- ment originally extended from the mouth of the river to Jackson, a a Exclusive of balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 485 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 between 1899 and 1907 were applied to the main- tenance of the lower 100 miles of river. In 1906 it was found necessary to revise the estimate for improving this section of Pearl River, it being then decided that it would cost $100,000 to complete the project (see H. Doc. No. 183, 59th Cong., 2d sess.), and appropriations, beginning with that of March 2, 1907, have meen made on this basis. About 26 per cent of the work contem- plated under the revised estimate has been accomplished. During the past fiscal year two snag boats were employed most of the time on this part of Pearl River, working over 142 miles of river and removing the worst obstructions; 2,609 logs and snags were thus removed; a dam 245 feet long by 20 feet wide was built at Farrs Slough, raising the level of the water here 1 foot, and another at the head of East Pearl River 117 feet long and 20 feet wide, the height of these dams being 6 and 14 feet, respectively. The result of the work done has been to render Pearl River navi- gable for light-draft boats up as far as Columbia, and though this channel has been used to only a limited extent by boats, it is reported from Columbia, Miss., that very material cuts in the freight rates on the railroads have been caused during the past year, the saving in this way to that town alone being estimated at $25,000 per annum. The total amount expended on this improvement to June 30, 1910, was $214,580.37, of which $86,900.55 was applied to maintenance. It is proposed to apply available funds and amount estimated for the fiscal year ending June 30, 1912, to a continuation of work under the revised estimate, at the same time maintaining that part of the channel already improved. 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 may be found in the Annual Report of the Chief of Engineers for 1896, page 1454. 486 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce of this part of Pearl River during the calendar year 1909 amounted to 27,425 short tons of logs and timber, valued at $166,680, and 629 short tons of general merchandise, valued at $118,000. July 1, 1909, balance unexpended_ ---------------------- $21,587.10 Amount appropriated by river and harbor act approved June 25, 1910 ----------- __ ---------------------- 25, 000.00 46, 587. 10 June 30, 1910, amount expended during fiscal year: For works of improvement $13, 756.08 For maintenance of improvement----------------- 7, 000. 00 20, 756. 08 July 1, 1910, balance unexpended______________________________ 25, 831.02 July 1, 1910, outstanding liabilities 50. 00 July 1, 1910, balance available__----------------------------------_ 25, 781. 02 Amount (estimated) requiredl for completion of existing project___ a 49, 000. 00 Amount. required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance________ a 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 R 12.) 13. Pearl River between Edinburg and Jackson, Miss.-The orig- inal condition of this section of Pearl River was such that navigation was impossible, 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 at mean low water. This improvement was formerly divided into two sections for which ap- propriations were made separately. The original project for the section from Jackson up to Carthage, 101 miles, as adopted in 1879, contemplated 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 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 main- tenance of same at an annual cost of $500. The work of improve- ment 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 appro- priation for this section, since which it has been considered as a single improvement and appropriations made accordingly. Work was in progress at the beginning of the fiscal year at a point 131 miles below Edinburg, and was continued on up to Edinburg. Then the river was worked over again downstream for a distance of 46 miles, when work was suspended December 9, 1909, on account of a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 487 lack of funds. During this time 3,468 logs, snags, and stumps were removed from the channel, besides the cutting of many overhanging trees, bushes, etc. There is some doubt as to the wisdom of continuing this improve- ment by the General Government, and it is proposed to carefully examine this section with a view to the wisest use of the funds now available. If it is decided that the same should be continued, a small snag boat will be built for the purpose, and the balance of funds, with future appropriations, will be applied to the work of maintenance. Up to June 30, 1910, the total amount expended on this improve- ment was $68,699.92, of which about $36,827.86 had been applied to maintenance. The report of the survey of Pearl River from Carthage to Jackson, upon whibh 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 1909 the commerce on this section of Pearl River was 608 short tons of general merchandise, valued at $29,972. The improvement has had no effect on freight rates. July 1, 1909, balance unexpended_____________________________ _ $3, 313.47 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 8, 313. 47 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------- - ---------. ----- 2, 713. 39 July 1, 1910, balance unexpended ------------------------------ 5, 600. 08 (See Appendix R 13.) 14. 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 were 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. At the beginning of the fiscal year the dredge Pascagoula was 80 per cent completed, the pontons for pipe line 70 per cent finished, and the tug Tuscaloosa had been purchased. During the fiscal year the pipe line was completed, the launch Biloxi and a coal barge were built, and the launch Jordan and a water barge were purchased. The Pascagoulaand attendant plant are now complete. The total amount expended on this work to June 30, 1910, was $196,833.81. July 1, 1909, balance unexpended_----------------------------- $83, 886.97 June 30, 1910, amount expended during fiscal year, for works of im- provement ----- ---------------------------------- 80, 718.68 July 1, 1910, balance unexpended_ -------------------------- 3, 168.29 (See Appendix R 14.) 488 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 15. Removing sunken vessels or craft obstructing or endangering navigation.-On February 21, 1910, an allotment of $3,000 was made from the indefinite wreck appropriation for the purpose of removing the sunken barge Black Diamond from Mobile River, Alabama, near the mouth of Chickasaw Creek. With these funds the sunken.barge was entirely removed, the work being completed on April 23, 1910, at a cost of $750. The balance of $2,250 was turned back into the Treasury. (See Appendix R 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909,. 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 Fowl River, Alabama, in connec- tion with the proposed intracoastalwaterway.-Report dated June 1, 1909, is printed in House Document No. 299, Sixty-first Congress, second session. The locality is not considered worthy of improve- ment by the General Government either directly or indirectly in connection with the proposed intracoastal waterway. 2. Preliminaryexamination of Horn Island Pass, Mississippi, from the outer bar in the Gulf of Mexico through and across Dago Shoals, in Mississippi Sound, by the most direct and practicable route, to the 21-foot depth north of Petit Bois Island.-Report dated August 17, 1909, is printed in House Document No. 314, Sixty-first Congress, second session. The locality is not considered worthy of being under- taken by the General Government. . 3. Preliminaryexamination of Bayou La Batre, Alabama.-Report dated June 2, 1909, is printed in House Document No. 316, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 4. Preliminaryexamination of Pearl River, Mississippi, from Rock- port to Jackson.-Report dated November 6, 1909, is printed in House Document No. 468, Sixty-first Congress, second session. This stream is not considered worthy of improvement above Rockport. 5. Preliminary examination and survey of Dog River, Mississippi, to a point one-fourth mile above the Denney and Company railroad bridge (now the Pascagoula Northern Railroad bridge) .- Reports dated August 16, 1909, and January 3, 1910, respectively, are printed in House Document No. 642, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $8,000 is presented. 6. Preliminary examination and survey of Mobile Harbor, Ala- bama, with a view to obtaining a suitable depth and width.-Reports dated July 27, 1909, and January 18, 1910, respectively, are printed in House Document No. 657, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $1,802,548 is presented. 7. Preliminaryexamination and survey of Chickasaw Creek, Ala- bama, with a view to removing the bar at its mouth in Mobile River.- Reports dated May 11 and December 3, 1909, respectively, are printed in House Document No. 712, Sixty-first Congress, second session. RIVER AND HARBOR IMPROVEMENTS. 489 The improvement of this stream is not considered worthy of being undertaken by the General Government at the present time. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Mulberry and Locust forks of the Warrior River, Alabama, up the Mulberry Fork to Saunders Ferry, and up the Locust Fork to the mouth of Fivemile Creek. 2. Leaf and Pascagoula rivers, Mississippi, from the mouth of Bowie Creek to the junction of Pascagoula and Dog rivers. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW ORLEANS, LOUISIANA, DISTRICT. This district was in the charge of Lieut. Col. Lansing H. Beach, Corps of Engineers, division engineer, Gulf division, having under his immediate orders Capt. Robert R. Ralston, Corps of Engineers. 1. Southwest Pass, Mississippi River.-Southwest Pass is one of the principal outlets of the Mississippi River and prior to the open- ing of South Pass to deep-water vessels was largely used by vessels entering the port of New Orleans. It was obstructed by a bar at its mouth, over which a depth of 9 feet could be carried at low water, the remainder of the pass having depths of 26 to 83 feet at low water. Prior to the opening of South Pass efforts had been made to secure a navigable channel over the bar by various means, principally by dredging, the project before work was abandoned in 1877 being for a channel 20 feet deep. The existing project for improvement is based on reports submitted in 1899 and 1900 (Reports of the Chief of Engineers for 1899, p. 1863, and for 1900, p. 2287), was adopted by the act of June 13, 1902, and contemplates securing a channel 35 feet deep at mean low water and 1,000 feet wide throughout Southwest Pass by dredging, the construction of two jetties to maintain the channel, the con- struction of sills across Cubits Gap, The Jump, and Baptiste Collets Canal, the closing of all minor outlets between the forts, the construc- tion of a dredge in addition to the one provided for by the acts of March 3, 1899, and of June 6, 1900, under appropriation for improv- ing outlets of the Mississippi River, the necessary plant, such as tug boats, barges, tracks, buildings, etc., and the purchase of land at the shore ends of the jetties, at an estimated cost of $6,000,000 and $150,000 per annum.for maintenance. The act of 1902 adopting the project authorized the Secretary of War, in his discretion, to modify the plans described in the report submitted in 1900. The act of May 28, 1908, included in the improvement the dredging of shoals in the river between Cubits Gap and the Head of the Passes where necessary to secure a depth of 35 feet with practical width. Additional dredging plant was authorized by the act of March 3, 1909. To June 30, 1910, there has been expended on the existing project the sum of $5,219,044.03. There has been received from miscellaneous sources, sales, etc., the sum of $4,567.33. 490 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the year ending June 30, 1910, have consisted in dredging by United States plant and under contract, extension of the east jetty, the construction of spur dikes, the partial removal of the sill at the head of the pass, construction of dwellings and office, repairs and additions to the United States plant, and surveys and other work incidental to the improvement. The sum of $628,820.40 was expended during the year. In addi- tion $28,176.04 waS expended during the year under the direction of Maj. Herbert Deakyne, Corps of Engineers, in preparation of plans and beginning construction of dredge authorized by the river and harbor act of March 3, 1909. Under the existing project all of the land below or south of Pilot- town on the east bank and all that below the United States reserva- tion on the west bank of Southwest Pass, containing about 1,275 acres, was acquired on July 10, 1903, for use in connection with the work, at a cost of $5,000. Construction of the jetties was begun under contract with the lay- ing of foundation mats on December 31, 1903, and completed on January 5, 1908, the sum of $2,627,087.60 being paid the contractor. The dredge Barnard was constructed under contract at a cost of $240,000, and arrived in New Orleans September 3, 1904. The Barnard began dredging in Southwest Pass April 21, 1905, and since that date dredging operations have continued, using at various times the U. S. dredges Barnard, Benyaurd, St. Johns, and Sumter, and to June 30, 1909, the three latter dredges removed 4,518,551 cubic yards of material; the two latter, however, removed only about 10 per cent of the total. The cost of dredging done by the Benyaurd varies from 5 to 8 cents per cubic yard. Dredging was also done under contract in 1907 and 1908, 3,574,318 cubic yards of material being removed and the sum of $466,035.31 paid the contractor. Sills were placed across Cubits Gap and The Jump and additional mattresses placed on the sill across the head of Pass a Loutre in 1907 and 1908 under contract, there being paid the contractor the sum of $202,540.64. Nine outlet bayous from Southwest Pass were closed under contract in 1908 and 1909 by sheet-pile dams, there being paid the contractor the sum of $44,136.71. In 1908 and 1909, coaling plant, wharf, and foundations for build- ings and walks, steel-frame building, ice machine, refrigerating and distilling plant, office building, and 16 dwellings were constructed, boiler installed in machine shop, and machines, tools, etc., purchased, at a total cost of $116,388.40. Repairs have been made to the dredges from time to time, also repairs to the jetties, and permanent plant and surveys and other in- cidental work have been carried on by the permanent force. On June 30, 1910, there was an available depth of 35 feet through- out the pass, except the outer 2,300 feet, where there is a central depth of 30 feet and an available depth of 25 feet. The pass not having been opened to traffic, there is as yet no data to be had as to commercial statistics and the effect of the improve- ment on freight rates. RIVER AND HARBOR IMPROVEMENTS. 491 The amount required for expenditure in the fiscal year ending June 30, 1912, is intended for continuing improvement and maintenance. IMPROVING SOUTHWEST PASS, MISSISSIPPI RIVER. July 1, 1909, balance unexpended ____________________________ a $1, 390, 153. 29 Amount appropriated by river and harbor act approved June 25, 1910------------ ------------------------------------- 750, 000. 00 Miscellaneous receipts deposited to credit of appropriation dur- ing the fiscal year- --- -- - 138. 16 Transferred by Treasury Department from appropriation for repairs and incidental expenses of light-houses, 1909, on account of coal furnished to the Light-House Department by theEniner Corps__________ the Engineer ___________ ors----------------------------------------- 187. 91 18.9 Amount received, being refundments on account of forgeries.__ 177. 65 2, 140, 657. 01 June 30, 1910, amount expended during fiscal year, for works of improvement.... b 55 7 , 621. 36 July 1, 1910, balance unexpended 1, 583, 035. 65 July 1, 1910, outstanding liabilities__ 16, 439. 89 July 1, 1910, balance available 1, 566, 595. 76 July 1, 1910, amount covered by uncompleted contracts........ 57, 024. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ __ c 450, 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. PRESERVATION AND MAINTENANCE OF RIVER AND HARBOR WORKS FOR SOUTHWEST PASS, MISSISSIPPI RIVER. [ACT MARCH 3, 1909.] July 1, 1909, balance unexpended-_ _ ___ $275, 000. 00 June 30, 1910, amount expended during fiscal year: For works of improvement--------------------- d $71, 199.04 Amount withdrawn during fiscal year and allotted to Philadelphia office on account of preparation of plans and construction of new dredge (New Orleans) ------------------------------ 29, 000. 00 100. 199. 04 July 1, 1910, balance unexpended______________________________ 174, 800. 96 July 1, 1910, outstanding liabilities____________________________ 4, 823. 23 July 1, 1910, balance available____-----__-______-_ 169, 977. 73 a The balance unexpended, as shown in the Annual Report for 1909, was $1.665,153.29. This included the sum of $275,000 which was appropriated for use in connection with construction of a new dredge and the operation of dredge Sumter, for which separate money statement is submitted. b The amount expended for works of improvement is divided, as follows: As per vouchers_______________ $552, 460. 53 Treasury settlements_ 5, 160. 83 c Exclusive of the balance unexpended July 1, 1910. dAmount expended divided as follows: As per vouchers_---__----- ___----------------- $32, 560. 41 Treasury settlements__________ ------------------ 38, 638. 63 NOTE.--Amount of 95 cents which was deposited to officer's official credit, being amount received on account of overpayments, is not included in the above. 492 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1909, balance unexpended- ------------------------- $1, 665, 153.29 Amount appropriated by river and harbor act approved June 25, 1910------------- ------------- -750, 000. 00 Miscellaneous receipts deposited to the credit of the appropri- ation during fiscal year ------------------------------------- 138. 16 Transferred by Treasury Department from appropriation for repairs and incidental expenses of light-houses, 1909, on account of coal furnished to the Light-House Department by the Engineer Corps ---------------------------------------- 187. 91 Amount received, being refundments on account of forgeries-... 177. 65 2, 415, 657.01 June 30, 1910, amount expended during fiscal year: For works of improvement _ _____________ a$628, 820. 40 Amount withdrawn during fiscal year and alloted to Philadelphia office on account of preparation of plans and construction of new dredge (New Orleans)--------------------- 29, 000. 00 657, 820. 40 July 1, 1910, balance unexpended-----------------------------1, 757, 836. 61 July 1, 1910, outstanding liabilities_ 21, 263. 12 July 1, 1910, balance available 1, 736, 573. 49 July 1, 1910, amount covered by uncompleted contracts........ 57, 024. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance__-- b $450, 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 1.) 2. Maintenance and improvement of South Pass channel, Missis- sippi River.-South Pass is an outlet of the Mississippi River and prior to improvement was obstructed by a bar at its mouth and head over which a depth of 9 and 13 feet, respectively, at low water existed, while through the balance of the Pass there were depths of more than 30 feet, except at two intermediate localities where the depths were 27 and 28 feet. The act of March 3, 1875, as amended by the acts of June 19, 1878, and March 3, 1879, made provision for the construction 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 a 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 maintenance of such channel for a period of twenty years and this contract expired January 28, 1901, payments made under the contract aggregating $8,000,000. The existing project is for maintenance and was authorized by the emergency act of June 6, 1900, which provides that at the termina- tion of the contract with the representatives of the estate of James a Expenditures divided as follows: As per vouchers--------------- $585, 020. 94 Treasury settlements----------------___ 43, 799. 46 bExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 493 B. Eads, deceased, the Secretary of War shall take charge of 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. The sundry civil act of June 6, 1900, authorized the removal of unusual obstructions during the fiscal year 1901 by use of the dredging plant of the Mississippi River Commission and appropri- ated $25,000 for altering such dredges for use in South Pass. The act of June 13, 1902, authorized the use of any available gov- ernment dredge to maintain the Pass with the utmost efficiency, and also authorized the purchase of land bordering the Pass from the heirs and representatives of James B. Eads, deceased. The act of May 28, 1908, included in the project the dredging of shoals in the river between Cubits Gap and the Head of Passes when necessary to secure a depth of 35 feet and a practical width, by authorizing the use of funds from this appropriation. To June 30, 1910, the sum of $1,169,791.23 has been expended on the work of the existing project. There has been received from miscellaneous sources, sales, etc., the sum of $4,575.40. Operations during the year ending June 30, 1910, have consisted in the maintenance of the channel by dredging, repairs to jetties and auxiliary works, and repairs and additions to the United States plant. The sum of $141,253.74 was expended during the year. Under the project work of maintenance began January 29, 1901, and since that date dredging in the Pass and at the jetties has been carried on as it became necessary with United States plant; the jet- ties and auxiliary -works have been kept in repair and some addi- tions made to the permanent plant. Examinations and surveys of the Pass were carried on from Janu- ary 29, 1901, to June 30, 1902, as part of this work. The lands bordering the Pass from Head of Passes to the Gulf, comprising about 6,994 acres, together with the buildings thereon, were purchased July 8, 1903, for $35,000. Since the United States took charge of the work on January 29, 1901, there has been a general increase in the available navigable depth of 5 feet, the available depth on June 30, 1910, being 31 feet. The usual variation of the 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 1.3 feet at the mouth to 0.9 foot at the head, due to tide. The length of the Pass from Head of Passes Light to the Gulf end of the jetties is 13 miles. Comparative statement of receipts and shipments for nine years for the port of New Orleans, La. Change in tonnage from Calendar year. Short tons. 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 -.. ..--....- --............. ........ -...... ........ . 4,023,156 544,180 .. 1907............. ...................... ...................... 3,527,097 .......... 496,059 1908............. ........................................... 3,088,472 ...... ..... 438,625 1909....................... ...................................... 3,368,722 280,250 ......... 494 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 commer- cial 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. MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER, 1909. [Act June 6, 1900.] July 1, 1909, balance unexpended------------- __ --------------- $10, 699. 40 Amount transferred by Treasury Department from appropriation for repairs and incidental expenses of light-houses, 1909, on account of repairs to Head of Passes light by the Engineer Department 24. 11 Amount reclaimed on check, indorsement on which is alleged to have been forged----------------------------------------------- 44. 00 Amount received, being refundments on account of forgeries-------- 140. 21 10, 907. 72 June 30, 1910, amount expended during fiscal year: For maintenance of improvement-----------------$10, 700. 25 July 1, 1910, amount reverted to Treasury during fiscal year_---------------------------------- 207. 47 10, 907. 72 Expenditures divided as follows: As per vouchers_----------------------------- 10, 699. 40 Treasury settlement------------------------------ .85 MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER. [Act May 27, 1908.] July 1, 1909, balance unexpended------------------------------- $27, 158. 52 June 30, 1910, amount expended during fiscal year: For maintenance of improvement---- ----- $26, 791.50 July 1, 1910, amount reverted to Treasury during fiscal year_-------------------------------------- 367. 02 27, 158. 52 Expenditures divided as follows: As per vouchers----- 22, 891. 50 Treasury settlement------------------------------3, 900. 00 MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER. [Act March 2, 1907.] July 1, 1909, balance unexpended-------------------------- _ $12, 285. 00 July 1, 1910, balance unexpended-------------------------_ - 12, 285. 00 PRESERVATION AND MAINTENANCE OF RIVER AND HARBOR WORKS FOR SOUTH PASS CHANNEL, MISSISSIPPI RIVER. [Act March 3, 1909.] July 1, 1909, balance unexpended___ __ _------ --- $80, 000.00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------_________----------------- --------------------- 13, 613. 65 July 1, 1910, balance unexpended--------------------------- 66, 386. 35 July 1, 1910, outstanding liabilities---------------------------- 4, 319. 67 July 1, 1910, balance available__ - ------------ 62,066.68 July 1, 1910, amount covered by uncompleted contracts---,, 20, 000. 00 RIVER AND HARBOR IMPROVEMENTS. 495 MAINTENANCE OF SOUTH PASS CHANNELL, MISSISSIPPI RIVER, 1910. [Act June 6, 1900.] July 1, 1909, amount appropriated by the emergency river and harbor act of June 6, 1900---------------------------------- $100, 000. 00 Amount transferred by Treasury Department from appropriation for repairs and incidental expenses of light-houses, 1910, on ac- count of repairs to Light-House wharf by the Engineer Depart- ment -------------------- 1------------ 16. 00 Miscellaneous receipts during the fiscal year deposited to credit of the appropriation------------------------------------------ 43. 52 100, 059. 52 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement---------------------------------------- 90, 148. 34 July 1, 1910, balance unexpended--------------------------------9, 911.18 July 1, 1910, outstanding liabilities ------------------- 5, 809. 98 July 1, 1910, balance available----------------------------------- 4, 101. 20 Amount covered by uncompleted contracts----------------------- 4, 101. 20 Expenditures divided as follows: As per vouchers__------------------------------- $75, 606. 67 Treasury settlements_ ---------------------------- 14, 541. 67 MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER. [Act June 25, 1910.] Amount appropriated by river and harbor act approved June 25, 1910_ $40, 000. 00 July 1, 1910, balance unexpended-------------------------------- 40, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended----------------------------- a $230, 142. 92 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------------- 40,000.00 Amount received from various sources during the fiscal year----. 267. 84 270, 410. 76 June 30, 1910, amount expended and deposited during fiscal year: Amount reverted to Treasury------------------- $574. 49 For maintenance of improvement---------------141, 253. 74 141, 828. 23 July 1, 1910, balance unexpended------------------------------ 128, 582. 53 July 1, 1910, outstanding liabilities----------------------------- 10, 129. 65 July 1, 1910, balance available------------------------------- 118,452.88 July 1, 1910, amount covered by uncompleted contracts- -...... 24, 101. 20 (See Appendix S 2.) 3. Examinations and surveys at South Pass, Mississippi River.- The act of March 3, 1875, authorizing improvement and maintenance of South Pass by James B. Eads, or his representatives, 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 information .as the Secretary of War might direct. The act of August 11, 1888, made available an annual appropria- tion of $10,000 for this work, and the act of June 13, 1902, directed the continuation of the examinations and surveys, notwithstanding a Including amount of $100,000 which became available July 1, 1909, under act of June 6, 1900. 496 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the termination of the contract with the late James B. Eads and associates. The act of May 28, 1908, authorized the use of funds from this appropriation in dredging shoals in the river between Cubits Gap and Head of Passes where necessary to secure a depth of 35 feet with practical width. To June 30, 1910, there has been expended on this work the sum of $356,288.17. The sum of $5,504.11 reverted into the Treasury. To January 28, 1901, when the United States took over the main- tenance and improvement of South Pass, examinations and surveys were carried on under the acts of March 3, 1875, and August 11, 1888. From January 29, 1901, to June 30, 1902, examinations and surveys were carried on with funds appropriated by act of June 6, 1900, for maintenance of South Pass. Since June 30, 1902, they have been continued under the act of June 13, 1902. The surveys made have consisted of the jetty channel, the channel beyond the jetties to deep water in the Gulf, of shoaler localities in the pass, and of the whole pass. Discharge measurements have also been made of each of the passes during high water. Statement of expenditures on account of appropriation for examinations and surveys at South Pass, Mississippi River, from July 1, 1909, to June 30, 1910, inclusive, made in compliance with the river and harbor act of June ,13, 1902. Services --------------------- ---------------------- -------- $11, 000. 00 APPROPRIATION FOR FISCAL YEAR 1909. July 1, 1909, balance unexpended---$2, 000. 00 June 30, 1910, amount expended during fiscal year for maintenance of improvement___________---------- 2, 000. 00 APPROPRIATION FOR FISCAL YEAR 1910. July 1, 1909, amount appropriated by river and harbor act, June 13, 1902, for fiscal year 1910____________________________________ $10,000. 00 June 30, 1910, amount expended during fiscal year________________ 9, 000. 00 July 1, 1910, balance unexpended_____ ________________________ 1, 000. 00 July 1, 1910, outstanding liabilities -_ _ 1, 000. 00 July 1, 1910, total cost of operations during fiscal year----------- 10, 000. 00 (See Appendix S 3.) 4. Bayou Plaquemine, Grand River, and Pigeon bayous, Lou- isiana.-Bayou Plaquemine, prior to 1867, was an outlet of the Mis- sissippi River, and at high water formed a navigable route between the Mississippi River and the Atchafalaya River and its tributaries. It extends southwesterly about 11 miles from the Mississippi at Plaquemine, La., to Grand River, an arm of the Atchafalaya. In 1867 the officials of Iberville Parish, without known warrant of law, separated it from the Mississippi by extending the river levee across its head. From an examination made in 1880 it was found to be much obstructed for the first 5 miles below its head with stumps, logs, and sawmill refuse, and so shoal as to be entirely dry in places at low water. For the remaining 6 miles the bayou had a depth of 10 feet and over at low water, and a width of 200 to 300 feet, but was badly obstructed in the same manner. RIVER AND HARBOR IMPROVEMENTS. 497 Grand River forms one of the channels of the Atchafalaya River, and extends from Butte-la-Rose to Flat Lake, near the lower end of Grand Lake, about 90 miles, being joined by Bayou Plaquemine 28 miles below its head. Pigeon bayous consist of Pigeon Bayou and its outlet tributary, Little Pigeon Bayou, and connect Grand River and Grand Lake, flowing from the former stream 15 miles below the mouth of Bayou Plaquemine. In their original condition Grand River and Pigeon bayous were much obstructed with snags, logs, rafts, fallen and overhanging trees and shoals, but otherwise had a depth of 10 feet and over at low water, except in one reach of Grand River, known as Bay Natchez, where only 4 to 42 feet of water existed at low water. Flat Lake, at the lower end of Grand River, also carried only 4 to 4J feet at low water. The present project is based on congressional legislation according to project and estimate submitted in 1887 (Report of Chief of Engi- neers, 1887, page 1405) and provides for a water route from the lower Atchafalaya to the Mississippi River at Plaquemine, La., by dredg- ing a channel in Bayou Plaquemine 60 feet wide and 6 feet deep from deep water to the Plaquemine dike, constructing a lock connecting the bayou with the Mississippi River, securing the mouth of the bayou against further caving and removing obstructions from Grand River and Pigeon bayous, at a total estimated cost of $1,708,250, which was subsequently increased to $1,740,000. The project of 1887 was modi- fied April 10, 1899, to provide for dredging a channel in Bayou Plaquemine 10 feet deep at low water and 95-foot bottom width. The sum of $1,785,153.68 has been expended on the existing project to June 30, 1910, of which $24,083.76 is estimated as having been ap- plied for maintenance of improvement. There has been derived from miscellaneous sources, sales, etc., the sum of $25.15. Operations during the fiscal year have consisted in the dredging of Bayou Plaquemine under contract of April 10, 1899, and supple- mental agreements dated March 30, 1905, and August 25, 1906; also the work of constructing the river approach and making back fill under contract of August 7, 1906, and supplemental agreements of November 15, 1907, and September 28, 1908, the removal of obstruc- tions from the river approach by hired dredge and the U. S. boat Delatour, the maintenance of improvement by the U. S. boats Rarn and Delatour and the driving of marking piles along dredged chan- nels in Bay Natchez and Flat Lake. The expenditures during the year were $80,929.23, of which $74,217.13 was for work of improvement and $6,712.10 for maintenance. The act of June 3, 1896, authorized continuing contracts to be made to complete the project of improvement not to exceed $1,173,250, ex- clusive of the amounts therein and previously appropriated. Of this amount $1,160,000 was subsequently appropriated. By act of March 3, 1905, $35,000 was appropriated for mainte- nance of improvements and contracts not to exceed $100,000, exclusive of the amounts theretofore appropriated, were authorized for com- pleting improvement. The latter amount was appropriated by act of 56932 0 -ENG 1910--32 498 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 30, 1906. The act of March 2, 1907, appropriated $100,000 for " construction of a dredge and maintenance. On June 29, 1907, $35,000 was allotted by the Chief of Engineers for emergency work on the lock, $10,000 from the emergency appro- priation act of March 3, 1905, $10,000 from the emergency ap- propriation act of March 2, 1907, and $15,000 from appropriation for operating and care of canals, act of July 5, 1884. Under the project for a channel in Bayou Plaquemine, a 60-foot channel 6 feet deep was dredged by a United States dredge from deep water to the Plaquemine dike between 1889 and 1894, about 356,000 cubic yards of material and 2,081 snags, logs, stumps, etc., being removed. Work on the modified project for a channel in Bayou Plaquemine has been continued with numerous delays since 1899 and is now approaching completion, there having been removed to June 30, 1910, a total of 803,952.9 cubic yards out of a total, estimated in the contract and supplemental agreements, at 1,124,009 cubic yards. There was purchased at Dardennes Bend 12.3 acres of land and at Devils Elbow 1.8 acres for the rectification of the bayou under the modified project. Plans for the lock were prepared in 1891 and were referred to a Board of Engineers for consideration and report, whose report esti- mated the cost of the lock, including purchase of the necessary land, at $700,000. A complete revision of the lock plans was made and ap- proved in 1897, due to the increased flood height in the Mississippi River. Land for the lock site and approaches, comprising 11.06 acres, was secured in 1894 and 1902, and the lock built under various contracts and by hired labor from 1895 to 1909. Work on the lock approaches, connecting levees and back fill, was begun in 1902, con- tinued under various contracts, and is now practically completed. The work of securing the mouth of Bayou Plaquemine against further caving was placed under the officer in charge of the fourth district of the Mississippi River on May 15, 1889, and so remained till September 24, 1894, during which time 5 submerged spur dikes were constructed, 3 above and 2 below the proposed entrance to the lock. The protection extends 2,500 feet above and 1,500 feet below the entrance, and the intervals between the dikes are protected by mattresses for 1,200 feet above the entrance and 1,400 feet below, forming a continued protection except for about 500 feet in front of the lock. The cost of this work was $205,721.29. In 1901 and 1902 two mattresses were constructed and placed, under contract, near the upper dike, No. 1, at a cost of $52,794.93. Work on the improvement of Grand River and Pigeon bayous was performed at various times by a United States dredge and hired dredges from 1893 to 1901, removing some 200,000 cubic yards of ma- terial, 18,000 snags, trees, etc., and 4- miles of raft. Channels 50 feet wide and 10 feet deep were dredged, under contract, in Bay Natchez and Flat Lake from 1902 to 1904, 369,198 cubic yards of material being excavated. There is now a waterway from the Mis- sissippi at Plaquemine, La., through Bayou Plaquemine, Grand River, and Flat Lake, with a depth of 10 feet or more at low water and a least width of 50 feet, except where dredging has not been completed in Bayou Plaquemine and at one or two points in Flat Lake and Bay Natchez, where shoaling has occurred and a low-water depth of only 5 to 6 feet is available. Pigeon bayous are navigable at high RIVER AND HARBOR IMPROVEMENTS. 499 water, but obstructions which have formed prevent their use by boats in low water. The fluctuations of Bayou Plaquemine and upper Grand River are from 8 to 9 feet, due to flood water, the fluctuation of lower Grand River and Flat Lake being from 1 to 2 feet, due to flood water and tide. The length of the waterway from Plaquemine to the lower Atchafalaya River is about 80 miles. Pigeon bayous have an aggregate length of about 20 miles. Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1900 ........................................ .......... 88,543 ............. 23, 207 1901................. ......................... . 283,000 194, 457 ......... 1902. ...... ..... ....... .... .. 292,000 ........................................... 9,000 ......... 1903..... .................. .................................... ... . 302,500 10,500 ......... 1904-............................................................ 318,000 15,500 .. 1905........ --........................................ ................. 706,000 388,000 .. ... 1906.................. ....... ............... . ....... .... ....... 572,000 ............ 134,000 1907.....................-- ..... .......... .... .......... ............ 534,744 ......... ... . 37,25 1908........... ....... ......... 553,916 ... ............ ..................... 19,172 ......... 1909..-- .................. ... ..... .............................. 937,950 384,034......... As this improvement forms a through water route from Bayou Teche to the Mississippi River the effect on freight rates is given in the report of that improvement. For detailed information concerning this improvement see previous reports of the Chief of Engineers, and for reports of examinations and surveys see references, page 441 of report for 1908. July 1, 1909, balance unexpended ---- ------- $255, 606. 42 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------- 10, 000. 00 Receipts from sales during fiscal year 1910__ ------- --------- 25. 15 265, 631. 57 June 30, 1910, amount expended during fiscal year: For works of improvement__________ ------ $74, 217. 13 For maintenance of improvement ------------ 6, 712.10 a80, 929. 23 July 1, 1910, balance unexpended--------------------------- 184, 702. 34 July 1, 1910, outstanding liabilities---------- -------- 25, 488. 61 July 1, 1910, balance available__-------------------------- 159, 213.73 July 1, 1910, amount covered by uncompleted contracts --------- 43, 956. 50 (See Appendix S 4.) 5. Operating and care of Plaquemine Lock, Louisiana.-The Plaquemine Lock connects the Mississippi River with the Atcha- falaya River and tributaries by way of Bayou Plaquemine. It has an available length of 265 feet, a width of 55 feet, and a depth over the sills at low water of 10 feet, and a lift, dependent on the stage of the Mississippi, varying from 0 feet to 28 feet. The lock is equipped with a power house and office building, and a lock- master's dwelling is located near the lock. The United States prop- erty in the vicinity of the lock comprises 11.06 acres. a As per vouchers---- $80,926.24 Treasury settlement--,---- ------- ----- --- -------- - 2.99 500 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The lock was placed in the status of finished works July 1, 1909. To June 30, 1910, there has been expended on the work of operat- ing and care of Plaquemine Lock the sum of $18,739.28. Operations during the year ending June 30, 1910, have consisted in the organization of the permanent force, the operating and care of the lock and the care of the grounds and buildings, and the installa- tion of a new electric light plant. The freight passing through the lock for the fiscal year ending June 30, 1910, amounts to 31,033.4 short tons. That for the second half of the calendar year 1909 is included in the statistics for Bayou Plaquemine. Amount allotted June 25, 1909, by the Secretary of War from the indefinite appropriation made by the river and harbor act of July 5, 1884, as amended by section 6 of the river and harbor act of March 3, 1909 ----------------------------------- $34, 840. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------- 18, 739. 28 July 1, 1910, balance unexpended ---------------------------- 16, 100. 72 July 1, 1910, outstanding liabilities--------------------------- 2, 455. 85 July 1, 1910, balance available---------------------------------- 13, 644. 87 (See Appendix S 5.) 6. Bayou Teche, Louisiana.-Bayou Teche, an important commer- cial stream of southern Louisiana, has its source in Bayou Cour- tableau in St. Landry Parish, and flows in a southeasterly direction a distance of 124 miles to where it joins the lower Atchafalaya River, about 12 miles above Morgan City, La. It is an outlet of Bayou Courtableau during periods of high water and was formerly, at times, navigable to its head, but at present owing to lack of depth there is little navigation above St. Martinville, 75 miles above its mouth. The bed of the upper Teche just below the Courtableau is now 5 feet above low water in that stream. The current during low- water season is very sluggish, as the Teche has no tributaries and the only water it then receives is that from rainfall on the very narrow watershed, generally less than 1 mile wide, adjacent to the stream. The bayou has a width varying from about 70 feet at St. Martinville to 350 feet near its mouth, and is reported in its original condition to have possessed a depth of 8 feet as far as St. Martinville at low water. At the time of the first survey by the United States in 1870 it was found to be much obstructed with logs, snags, fallen and over- hanging trees, and wrecks. The original project, that of 1870, provided for the removal of obstructions from the head to the mouth of the stream and under this project they were removed in 1871 and 1872 from the mouth to St. Martinville. In 1880 and 1881 obstructions were removed under contract from St. Martinville up to Leonville, a further distance of 37 miles, and in 1885 and 1886 obstructions were removed from New Iberia to the head of the bayou by a United States snagboat and hired labor. These improvements were not permanent as other obstructions formed. The total expenditures under the project of 1870 were $45,004.43; a a The total expenditures, 1909, are in error, as $5,022.48, which reverted to the Treasury, less $448.75 received from sales of property, was included in the amount expended. RIVER AND HARBOR IMPROVEMENTS. 501 the sum of $5,022.48 reverted to the Treasury from the appropriation of 1870, including the sum of $448.75 derived from sale of property. In 1891 that portion of the stream above St. Martinville was re- ported as unworthy of further improvement, and the project for im- provement since that year has consisted in the removal of obstructions below that point. This project was modified by the act of March 2, 1907, which authorized a 6-foot navigation to Arnaudville, 106 miles above the mouth of the bayou, by dredging, removal of snags, and the construction of a lock, in accordance with the report submitted in House Document. No. 527, Fifty-ninth Congress, first session, at an originally estimated cost of $111,000. The expenditure for a 6-foot navigation to Arnaudville was contingent on 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 draining of Spanish Lake. This last requirement was effected by the submission of personal bonds to an amount of $10,000 covering a period of ten years, which were approved by the department as it was impossible to secure bonds in perpetuity. The first appropriation for mainte- nance was made in 1902. Further investigation of the problem of improving this stream makes it evident that the estimates originally submitted do not cover all the work required for this purpose, due to the advance in prices of labor and materials. The lock and dam, with keeper's dwelling, will probably cost approximately $200,000, involving an increase in the estimate of $25,000. It appears necessary that a dike should be con- structed on Bayou Fuselier in order to maintain the level above the lock at proper height, the estimated cost of this dike being $5,000. Provision should also be made for a drainage canal to Spanish Lake and for regulating gates at the head of this canal. This canal and the gates will cost about $18,000. Spanish Lake in its present state is believed to be inadequate to supply the water necessary for the proper operation of the upper pool, and the lake level should be raised fully 4 feet to provide storage capacity; the cost of two small levees to secure this result is estimated at $12,000. The Teche for 15 miles below the lock at Keystone will require an amount of dredging to secure the depth needed, which is estimated to cost $30,000. With $10,000 added for contingent expenses, the completion of this slack- water project is now estimated to cost $100,000 in addition to the esti- mates and appropriations heretofore made. The appropriation recommended for the fiscal year 1912 is to be applied toward the additional works enumerated above and to main- tenance of the improvement. To June 30, 1910, there has been expended on the existing project the sum of $50,528.41, of which $10,758.41 has been for maintenance, $4,293.53 for resurvey of the bayou in 1905, and $35,476.47 for works of improvement. Operations during the fiscal year have consisted in the preparation of plans and specifications for the lock and dam, and there has been expended during the year the sum of $2,538.81, of which $2,513.86 was for works of improvement and $24.95 for maintenance. 502 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Under the existing project operations have been carried on at various times since 1891 in the removal of obstructions and dredging, but the works of improvement have not been permanent and the stream has been gradually shoaling for years, due to the sediment car- ried into the stream from drainage ditches, and from the washing of the banks by passing boats. The improvements and works of main- tenance have been of benefit to commerce on the bayou, however, and without them this stream might not now be navigable. Land for the lock and dam site, consisting of 12.27 acres, was deeded to the United States, and the deeds, approved by the Attorney-General April 23, 1909, were recorded May 1, 1909, in book No. 70,'pages 559-563, at St. Martinsville, parish of St. Martin, La. The head of navigation is considered to be at St. Martinsville, 75 miles from the mouth, though the stream is navigable in fact 15 miles farther up. The depth at mean low water varies from 8 feet at the mouth to 4 feet at St. Martinsville. The oscillation of the water sur- face due to flood water is about 12 feet in the upper and 3 to 4 feet in the lower part. There is also a small oscillation at low water in the lower part of the stream due to tides. Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1900. ....... .............. ........................... 212,109 ............ 60,866 1901........................................................... 335,583 123,474 ........... 1902....... . ............................. ............... 404,454 68,871 .......... 1903................ ................................... 450,542 46,088 .. ... 1904............ ... ....................... . ....................................... 362,706............ 87,836 1905........................................................... 701,243 338,537 ......... 1906 ............................................................... 706,091 4,848 .. 1907.......... .. ....................................... 580,216............ 125,875 1908 ............................................................... 515,679 .............. 64,537 1909................ ............................................ 999,125 483,446 ...... There is no evidence as yet of any effect on freight rates, but 'since the opening of the Plaquemine lock a boat line has been established between Teche points and New Orleans, with rates considerably lower than corresponding railroad rates. The amount required for expenditure in the year ending June 30, 1912, is intended for maintenance by dredging and removal of ob- structions, and continuing improvement by lock and dam construc- tion, dredging below the lock and regulating works at Spanish Lake. For references as to the progress of the work, see page 1901 of the Annual Report of the Chief of Engineers for 1904. Report on survey of Bayou Teche, directed by the river and harbor act of March 3, 1905, is printed in House Document No. 527, Fifty- ninth Congress, first session. Report on the preliminary examination of Bayou Teche for the purpose of securing increased depth, as required by the act of March 3, 1909, was submitted under date of July 29, 1909. RIVER AND HARBOR IMPROVEMENTS. 503 July 1, 1909, balance unexpended--a-------------------------- $133, 932. 24 Amount appropriated by river and harbor act approved June 25, 1910------ ------------------------------------------- 50, 000. 00 183, 932. 24 June 30, 1910, amount expended during fiscal year: For works of improvement--------------_ $2, 513. 86 For maintenance of improvement ----------------- 24. 95 a2, 538. 81 July 1, 1910, balance unexpended------------------------------ a181, 393. 43 July 1, 1910, outstanding liabilities----------------------------- 49. 07 July 1, 1910, balance available ------------------------------- 181, 344. 36 Amount (estimated) required for completion of existing project__ b 100, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-------_ b60, 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. Improving Inland Waterway, Franklinto Mermentau, and /rom Mermentau River, Louisiana, to Sabine River, Louisiana and Texas.- The water-borne commerce on the many smaller streams of southern Louisiana which flow into the Gulf of Mexico can not reach suitable markets by an all-water route without exposure to the dangers of open-gulf navigation unless inland canals and waterways are con- structed connecting these streams with deep-water ports. That portion of the State bordering on the Gulf is peculiarly adapted to the establishment of such canals, due to the existence of a great number of lakes and streams and the low elevation of the land. (a) Franklin to Mermentau.-The route of the waterway from Bayou Teche to the Mermentau River, recommended as a result of examinations and surveys directed by the acts of March 3, 1873, and March 3, 1905, was from Franklin, La., by dredged canal and natural waterways to Cote Blanche Bay, through Cote Blanche and Ver- milion bays, thence by Schooner Bayou and dredged canal to White Lake and through White Lake and three small lakes to Grand Lake. Cote Blanche and Vermilion bays have an average depth of about 7 feet at mean low water, White Lake of 4 to 5 feet, and Grand Lake about 6 feet, and the land through which it is necessary to dredge between natural waterways has a general elevation of 1 to 2 feet above sea level, except immediately bordering Bayou Teche, where the land has an elevation of 12 to 15 feet. The existing project is based on the report of an examination directed by the act of March 3, 1905, and printed in House Document No. 640, Fifty-ninth Congress, second session. a These amounts include expenditures from and balance unexpended of allot- ment of $500 made January 11, 1908, from emergency appropriation of March 2, 1907. Expenditures: Improving Bayou Teche----------------------------$2, 513. 86 Emergency appropriation---- 24. 95 Balances: Improving Bayou Teche_- ----------------- 180,956.09 Emergency appropriation- ...------------ 437. 34 bExclusive of the balance unexpended July 1, 1910. 504 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project was adopted by Congress March 2, 1907, and provides for a waterway from Bayou Teche at or near Franklin, La., to the Mermentau River, having a depth of 5 feet at mean low water and a bottom width of 40 feet, with appropriate side slopes, at an estimated cost of $289,292 and an annual cost for maintenance of $20,000. Under the general project the right of way must be furnished without cost to the United States. The project was modified by the act of March 3, 1909, which authorized the location of the eastern terminus of the waterway at any suitable point on Bayou Teche that the Secretary of War might select. To June 30, 1910, there has been expended on the existing project the sum of $40,122.69. There has been derived from miscellaneous sources, such as sales, etc., the sum of $26.15. Operations during the fiscal year ending June 30, 1910, have con- sisted in the dredging under contract of September 19, 1908, between Vermilion Bay and Grand Lake on work of construction and the compilation of maps and data from surveys made in the previous fiscal year to determine the best location of the eastern terminus of the waterway. The aggregate expenditures for the year were $25,939.67. Survey for location of the waterway between Grand Lake and Vermilion Bay was made in 1907, and preliminary surveys for a route between Bayou Teche and Cote Blanche and Vermilion bays were made from 1907 to 1909. A right of way 300 feet wide from Grand Lake to Vermilion Bay was deeded to the United States free of cost in 1908, deeds approved by the Department of Justice March 12, 1909, and recorded in the parishes of Cameron and Vermilion, La., in 1909. To June 30, 1910, 48.3 per cent of that portion of the project be- tween Vermilion Bay and Grand Lake had been completed. A total of 434,503 cubic yards have been excavated out of a total estimated quantity of 900,000 cubic yards under the contract. Until this sec- tion is completed to project width and depth no advantages will accure to navigation interests. Variations of level of the water surface are those due to wind and tide, and average about 2 feet. July 1, 1909, balance unexpended--------------------------- $275, 114. 48 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------- 12, 500.00 Receipts from miscellaneous sources during fiscal year 1910------- a20. 65 287, 635. 13 June 30, 1910, amount expended during fiscal year, for works of improvement----------------------------------------- a25, 939. 67 July 1, 1910, balance unexpended----------------------------261, 695. 46 July 1, 1910, outstanding liabilities---------------------------- 3, 195. 61 July 1, 1910, balance available----------------------------- 258, 499. 85 July 1, 1910, amount covered by uncompleted contracts------------ 43, 819. 93 a Exclusive of amount of 65 cents overpayment which was deposited to officer's official credit. RIVER AND HARBOR IMPROVEMENTS. 505 (b) Mermentau River, Louisiana, to Sabine River, Louisiana and Texas.-Project for the improvement of this section of the inland waterway adopted by the river and harbor act of June 25, 1910, is based on reports submitted in House Document No. 640, Fifty-ninth Congress, second session, and Rivers and Harbors Committee Docu- ment No. 3, Sixty-first Congress, second session, and contemplates a waterway from the Mermentau to the Sabine River, with a depth of 5 feet at mean low water and a bottom width of 40 feet with appro- priate side slopes, at an estimated cost of $390,000, and $20,000 per annum for maintenance. The act adopting the project authorizes the expenditure of the amount appropriated on any modified plan for this section of the waterway that may be recommended by the Chief of Engineers and approved by the Secretary of War. Under the general project the right of way must be furnished with- out cost to the United States. Pending acquisition of land for right of way and perfection of plans and estimates for the work, no estimate for further appropria- tion is submitted at this time. It is recommended that when further provision is made for this improvement it be by a single cash appro- priation or continuing-contract authorization for its completion. For further information concerning this improvement, reference is invited to the annual reports of the Chief of Engineers for 1875, pages 879 et seq.; for 1908, page 1498, and for 1909, page 1467. Report of a board of engineers on a survey of the Inland Water- way, Louisiana and Texas, directed by the act of March 3, 1909, was submitted, dated February 1, 1910. Amount appropriated by river and harbor act approved June 25, 1910 ___ ______-___-_ $100,000.00 July 1, 1910, balance unexpended___------------------- 100, 000. 00. Amount (estimated) required for completion of existing project-_ a290, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended__________________________ $275, 114.48 Amount appropriated by river and harbor act approved June 25, 1910 500. 00 1------------------------------ Receipts from miscellaneous sources during fiscal year 1910______ 20. 65 387, 635. 13 June 30, 1910, amount expended during fiscal year, for works of im- provement __________________________ b 25, 939. 67 July 1, 1910, balance unexpended_____________________________ 361, 695. 46 July 1, 1910, outstanding liabilities_____________________________ 3, 195. 61 July 1, 1910, balance available_______________________________ 358, 499. 85 July 1, 1910, amount covered by uncompleted contracts ---.... - 43, 819: 93 Amount (estimated) required for completion of existing project___ a 290, 000. 00 (See Appendix S 7.) 8. Mouth and passes of Calcasieu River, Louisiana.-Calcasieu River is an important stream in southwestern Louisiana, flowing through Calcasieu Lake before it enters the Gulf of Mexico. The a Exclusive of the balance unexpended July 1, 1910. b Exclusive of amount of 65 cents overpayment which was deposited to officer's official credit. 506 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. portion, 7 miles long, between the lake and Gulf is termed Calcasieu Pass. The head of navigation on the river in 1881, according to a report of an examination made at that time, was at Jones Bluff, 58 miles above the head of Calcasieu Lake, or 28 miles above the city of Lake Charles, La., though boats occasionally navigated the stream for 12 miles farther. The river above Jones Bluff was badly ob- structed with snags, logs, fallen and overhanging trees, and sand bars. Timber obstructions existed to a considerable degree as far down as Lake Charles, but were found only occasionally below that point. Above Jones Bluff the river is very crooked, with an average width of from 100 to 150 feet and a depth of about 5 feet. From there to Calcasieu Lake it originally had an average depth of 10 feet at low water, with widths varying from 200 to 600 feet. Calcasieu Lake is 15 miles long, has an average width of 4 miles and a depth over the middle portions at mean low water of 6 feet. It is very shallow near the shores. It was obstructed by a bar near its head, where the Calcasieu River entered it, over which a depth of only 5 feet could be carried at low water. A bar with but 3J feet over it also existed in the lower end of the lake where the river leaves it. Calcasieu Pass has an average width of 600 feet and depth of 12 feet and more at low water, except in front of the mouth in the Gulf, where a bar exists, over which there was originally a varying depth of 5- to 61 feet at mean low sea level. The original project of 1872 provided for the dredging of a channel 80 feet wide and 5 feet deep at mean low water through the bar in the lake near the head of Calcasieu Pass. This project was modified in 1881 so as to provide for redredging the channel to 70 feet wide and 8 feet deep, and was further modified in 1886 so as to provide a channel 100 feet wide and 6 feet deep pro- tected by a plank revetment on each side and in addition to dredge a channel 100 feet wide and 6 feet deep through the bar at the head of Calcasieu Lake. Due to the destruction of the plank revetment by sea worms the project was modified in 1888 so as to omit the revet- ment. Under this project a channel 6,300 feet long, 60 feet wide, and 6J feet deep at mean low tide was dredged in 1873 and 1874 across the bar at the head of the pass. This channel having filled, a channel 7,500 feet long, 70 feet wide, and 8 feet deep was dredged through the bar in 1881 and 1882. By 1885 this channel had shoaled to 3 feet and from 1886 to 1888 a channel 100 feet wide and 6 feet deep was dredged across the bar and 13,408 lineal feet of plank revetment built before this construction was abandoned. A channel 6 feet deep and 100 feet wide was also dredged through the bar at the head of the lake in 1888. There was expended on the original project with modifications the sum of $46,488.05,a including $244.54 expended for examination of Calcasieu River, and office expenses from appropriations made in 1881, 1882, and 1884 for Calcasieu River, the balance of which was authorized by the act of 1886 to be expended on the mouth and passes. The sum of $76.55 reverted to the Treasury from the appropriation of 1872. a The amount reported as expended in 1909, is incorrect, as $76.55 which reverted to the Treasury was included as being expended. RIVER AND HARBOR IMPROVEMENTS. 507 The existing project for Calcasieu Pass was adopted by the act of September 19, 1890, and is based on a report made in 1886 (Annual Report Chief of Engineers for 1887, p. 1402). It provides for the construction of two converging jetties about 1- miles long of brush and stone at the gulf entrance to the pass, and dredging be- tween them if necessary to secure a 12-foot channel from the gulf into the pass at an estimated cost of $600,000 so as to make the pass avail- able for a harbor. The act of July 13, 1892, authorized improvement of the bars at the head and foot of Calcasieu Lake, and the approved project provided for channels 8 feet deep through these bars and the revetment of the channels at an estimated cost of $150,000 (Report of the Chief of Engineers for 1891, p. 1829). The first appropriation for maintenance was made by the act of March 2, 1907. There has been expended on the existing project to June 30, 1910, the sum of $574,271.62, of which it is estimated that $124,936.04 has been applied to maintenance. There has been derived from miscellaneous sources, sales, etc., the sum of $2.50. Operations during the fiscal year 1910 have consisted in the con- struction, under contract dated September 17, 1907, and supplemental agreement dated October 24, 1908, and the equipment of a combined dredge and snag boat for maintenance of improvement. The sum of $4,358.23, expended during the year, was for mainte- nance. Two jetties at the mouth of the pass were commenced in 1892. At this date the east jetty is 8,447 feet long and the west jetty 3,200 feet. Repairs to the jetties have also been made at various times. A channel was dredged through the bar at the head of the pass in 1893 and 1894 and 10,000 lineal feet of pile and slab revetment built in 1892 and 1893 to protect this channel. The revetment was damaged by a storm in 1893 and repaired. A channel 50 feet wide and 8 feet deep was dredged in 1894 and 1895 through the bar at the head of the lake. The channel over the bar near the head of the pass was re- dredged in 1898 for a length of 8,063 feet, a width of 50 feet, and a depth of 8 feet, and in 1902 a shell reef which had formed was dredged from the channel. The channel was again redredged in 1902 and 1903 to a width of 60 feet and a depth of 8 feet for a length of 5,770 feet. In 1905 a survey was made of the lake and pass from the head of the lake to the gulf and in 1906 and 1907 a channel 24,000 feet long, 100 feet wide, and 7 feet deep was dredged through the bar at the head of the pass and 8,230 feet of the old revetment along this channel rebuilt. A channel 10,000 feet in length, 100 feet wide, and 7 feet deep was also dredged in 1906 through the bar at the head of the lake and channels dredged were marked with pile clusters. For mainte- nance of this and other improvements, a combined dredge and snag boat was constructed in 1908 and 1909. On June 30, 1910, the maximum draft that could be carried at mean low water from the gulf into Calcasieu Pass was 7 feet, the variation of the water surface being 1 to 2 feet. Over the bar at the head of the pass 3 feet could be carried at mean low water and at the head of the lake a draft of 4 feet could be car- 508 REPORT OF.THE CHIEF OF ENGINEERS, U. S. ARMY. ried. The variations of the water surface of the lake is about 2 feet. No work of improvement has been carried on in Calcasieu River above the lake. Logs are rafted on suitable stages from points 30 to 40 miles above Jones Bluff. The usual variations of the water surface in the river are from 18 to 20 feet in the upper reaches and 6 to 8 feet in the lower reaches. Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. .............................---------------------------------- 1900--------.............---------.......... 139,580 139,............ ....... 1901....................... ........................................ . 139,045 ............ 535 1902..........................------------------------------------------------- 148,483 9,438 .......... . 1903..................................................-------------------------------------------------............. 194,155 45,672 ........... 1904............................-----------------------------------.......................----------------226,216 32,061 .......... 1905...............................--------------------------------------------------- 295,067 68,851 .......... 1906...................--------------------------........... -------------------------.................................314,235 19,168 ..... ..... 1907--------........................................................------------------------------------------...... 355,795 41,560 .......... 1908......------------------..................------------.........------.....----------............. --- 360,252 4,457.......... 1909----------...............--.......----------.. ----------------------------.................................. 554,551 194,299 . Certain special rates from New Orleans to Lake Charles and West Lake, La., on the Calcasieu River, are quoted in the tariff of Morgan's Louisiana and Texas Railroad and Steamship Company on account of water competition. For references as to progress of the work see page 1910 of the Annual Report of the Chief of Engineers for 1904. On page 402, Annual Report of the Chief of Engineers for 1906, reference is made to reports of examinations and surveys. July 1, 1909, balance unexpended------------------------------ $28, 024. 96 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 33, 024. 96 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------- 4, 358. 23 July 1, 1910, balance unexpended- _______ 28, 666. 73 July 1, 1910, outstanding liabilities_----__ 603. 13 July 1, 1910, balance available _ ______ 28, 063. 60 July 1, 1910, amount covered by uncompleted contracts_ - 157. 79 (See Appendix S 8.) 9. Bogue Chitto, Chefuncte River, Bogue Falia,Tickcfaw River and tributaries, Amite River, and Bayou Manchac, Louisiana.-These streams prior to 1902 had been improved under separate appropria- tions, but were combined by the act of June 13, 1902. (a) Bogue Chitto.-This stream has been reported as not worthy of further improvement. See Annual Report for 1909, pages 454 and 455. (b) Chefuncte River and Bogue Falia.-The Chefuncte River and its tributary, Bogue Falia, form an important waterway in southeast- ern Louisiana, the Chefuncte emptying into Lake Pontchartrain on its north shore almost directly opposite the city of New Orleans, La. The Chefuncte, from the Bogue Falia to its mouth, about 10 miles, RIVER AND HARBOR IMPROVEMENTS. 509 has a width of from 250 to 800 feet and a depth of from 15 to 30 feet. It was obstructed by a bar at its mouth over which a depth of only 5J feet existed at ordinary low water, or 4- feet at the lowest water, and also by snags, logs, fallen and overhanging trees. No improve- ments have been undertaken above its junction with the Bogue Falia, owing to its tortuous course and rapid current, which admits only the smallest schooners and the rafting of timbers, and then for only about 3 miles. Bogue Falia is navigable and has been improved as far as Cov- ington, La., about 4 miles above its junction with the Chefuncte, and to this point has widths of 60 to 250 feet and had depths of from 4 to 20 feet. It was obstructed by snags, logs, fallen and overhanging trees, shoals, and several wrecks, and prior to improvement could be navigated to Covington only by the smallest schooners. Tide water extends to Covington on the Bogue Falia. Consider- able commerce existed on these streams prior to improvement, and for the year ending July 1, 1871, 710 vessels were reported as arriving in New Orleans from the Chefuncte. The act of 1872 appropriated $6,000 for the removal of the wreck of the gunboat Oregon from the Chefuncte; the work was performed in 1872 and 1873 at a cost of $5,221. The existing project is based on a report made in 1880 (Report of the Chief of Engineers for 1880, p. 1181), which contemplated dredg- ing through the bar at the mouth of the Chefuncte and the removal of snags, overhanging trees, etc., to Covington on the Bogue Falia, at an estimated cost of $5,460. This project was modified in 1884 so as to provide for a channel 100 feet wide and 7 feet deep across the bar at the mouth of the Chefuncte, and the construction of about 2,500 feet of breakwater to the east of the dredged channel for its protection, the estimated cost of the dredging and breakwater being $20,400. In 1886, dredging of channels 5 feet deep, through shoals in the Bogue Falia, was author- ized. In 1889, the project was modified so as to include only the removal of snags and similar obstructions at an annual cost of $1,000. In 1894, further modification of the original project was made so as to include.the dredging of shoals in the Bogue Falia to a width of 60 feet and a depth of 6 feet. In 1899, the project was modified so as to provide a channel 60 feet wide and 6 feet deep through the bar at the mouth of the Chefuncte. The project was again modified in 1902 so as to provide for dredg- ing a channel over the bar at the mouth of the Chefuncte 6 feet deep at extreme low water or 7 feet deep at ordinary low water and as wide as available funds would permit. Further modification in 1910 provided for a channel 7 feet deep at extreme low water over the bar. The first appropriation for maintenance was made in 1892. To June 30, 1910, there has been expended on the works of the existing project the sum of $19,109.32, of which $9,609.32 was, for maintenance. During the year ending June 30, 1910, operations consisted of the following : (1) The construction, under contract dated September 17, 1907, and supplemental agreement dated October 24, 1908, and equipment of a combined dredge and snag boat for maintenance of improvement. 510 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (2) Survey of a portion of the Bogue Falia and the bar at the mouth of the Chefuncte River. (3) The removal of snags, logs, fallen and overhanging trees from both streams. The total amount expended during the year was $2,139.26 and was for maintenance. Under the existing project obstructions were removed in the Bogue Falia from its mouth to Covington in 1882. From 1883 to 1885 a working plant was built, partly with funds for these streams, and 820 feet of pile breakwater was constructed to the east of the channel over the bar at the mouth of the Chefuncte. In 1887 channels 30 to 60 feet wide and 5 feet deep were dredged through shoals in the Bogue Falia. In 1891 snags, logs, trees, etc., were removed from Madisonville on the Chefuncte to Covington on the Bogue Falia. In 1895 channels 60 feet wide and 6 feet deep were dredged through shoals in the Bogue Falia below Covington. In 1899, by dredging the bar at the mouth of the Chefuncte and the removal of obstructions, a channel 60 feet wide and 6 feet deep was secured from Lake Pontchartrain to Covington. In 1900 some obstructions were removed in both streams. In 1902 and 1903 a channel 130 feet wide and 6.8 feet deep at extreme low water was dredged through the bar at the mouth of the Chefuncte. For maintenance of this and other improvements, a combined dredge and snag boat was constructed in 1908 and 1909. These improvements have resulted in improved channels from Lake Pontchartrain to Covington, which is now the head of navigation, the navigable channels being 14 miles in length. A maximum draft of 7 feet could be carried over the Chefuncte bar at mean low water on June 30, 1910, and 5 to 6 feet could be car- ried to Covington. Variations of the water surface in the upper Chefuncte and Bogue Falia due to flood water is about 8 feet; in the lower Chefuncte and Lake Pontchartrain from 1 to 3 feet, due to wind. Comparativestatement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 156, 1899--------------.......-----------------..---...............---------------...........1....56,500 ........................... 1900.............. .................... .............................86,856 ............ 1900---------------------------------------------------------862,856.. 69,644 18............4 92,874 1901----...-.....---.....................................-------------------------------------...... 6,018 ......... 1902........................................... ............. 100,768 7,894 .......... 1904............................................. ................... 184,099 83,331 .......... 1905. ........................................................ 222,494 38,395 .......... 1906..... ............. .............................................. 235,727 13,233 ........... 1907...-------......-----....----....----...-----------------------------------..................... 221,177............14,550 1908. ...- "...... ............ ... ...... ............ .... ... 247,887 26,710 .. 1909..--. .....- ............. .. .......- ...... . ..... -... -241,977 ............ 5,910 Due to water competition, Covington has the advantage of reduced railroad freight rates on numerous commodities between that point RIVER AND HARBOR IMPROVEMENTS. 511 and New Orleans, certain rates being considerably less than to intermediate points having a shorter haul. On page 395, Annual Report of the Chief of Engineers for 1906, reference is made to reports of examinations and surveys of these streams. July 1, 1909, balance unexpended_____________________________ $5, 835. 93 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 Amount transferred April 30, 1910, from allotment for Amite River and Bayou Manchac; act March 2, 1907__________________________ 5, 000. 00 15, 835. 93 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ improvement ______________ -------------------------------------------- 2,1922, 139. 26 July 1, 1910, balance unexpended__________ ___________________ 13, 696. 67 July 1, 1910, outstanding liabilities_____ ____________________ 1, 047. 73 July 1, 1910, balance available_ 12, 648. 94 July 1, 1910, amount covered by uncompleted contracts______ _____ 157. 79 (c) Tickfaw River and tributaries,Louisiana.-The Tickfaw River and tributaries form a small system of streams in southeastern Loui- siana; the Tickfaw flows into Lake Maurepas and is joined by one tributary, the Natalbany, 2 miles above its mouth; by another, the Blood, 8 miles above its mouth. The Ponchatoula is a tributary of the Natalbany, joining it 4 miles above its junction with the Tickfaw. Prior to improvement, the head of navigation on the Tickfaw was at a point 16 miles above its mouth, the stream to that point having a depth of 9 feet and over at low water and widths of 100 to 500 feet. A bar tends to form at the mouth of the Tickfaw, over which at the lowest water a depth of 7 feet existed. Above the 16th mile from its mouth the Tickfaw shoaled rapidly, and was exceedingly obstructed with snags, logs, fallen and overhanging trees. The Natalbany was navigable to Springfield, La., 10 miles above its junction with the Tickfaw, and had a depth of 10 feet to this point, and widths of 100 to 300 feet. The Blood was navigable for 4 miles above its junction with the Tichfaw, having a depth of 10 feet to this point and widths of 80 to 200 feet. The Ponchatoula was navigable for 41 miles above its junction with the Natalbany, having a depth of 10 feet and over and widths of 80 to 150 feet. All of these streams were obstructed prior to im- provement with snags, logs, fallen and overhanging trees, from their mouths to the head of navigation, but considerable commerce existed, and at the time of the first examination and survey in 1879 there were 3 to 4 schooners per week engaged in navigating each of these water- ways, besides the rafting of considerable timber. The project under which work of improvement has been carried on is based on a report submitted in 1880 (Report of the Chief of Engineers for 1880, page 1184), was adopted in 1881, and contem- plates the removal of obstructions on the Tickfaw for 26 miles above its mouth, on the Blood River to the head of navigation, 4 miles, and on the Natalbany and Ponchatoula rivers 15 miles, at an estimated cost of $10,230. 512 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The first appropriation for maintenance was made in 1892. There has been expended on the work of the existing project the sum of $18,801.12, of which $10,685.63 was for maintenance. Operations during the year ending June 30, 1910, have consisted in the construction under contract dated September 17, 1907, and supplemental agreement dated October 24, 1908, and the equipment of a combined dredge and snag boat for maintenance of improve- ment. Expenditures during the fiscal year were for maintenance and aggregate $217.51. Under the existing project the Tickfaw was cleared of obstruc- tions in 1882 for 181 miles above its mouth. In 1883 a working plant was built, partly with funds from the Tickfaw appropriation, and in 1884 worked over the Tickfaw re- moving obstructions for 25 miles above its mouth. In 1886 and 1887 obstructions were removed for 42 miles on the Blood and Ponchatoula rivers and 10 miles on the Natalbany, and the work as projected reported to be completed. In 1888 and 1889 obstructions which had reformed were removed from the Tickfaw to 25 miles above its mouth. In 1891 obstructions which had reformed were removed from the Tickfaw, Natalbany, and Blood rivers, and in 1892 and 1893 more obstructions were removed from the Tickfaw. In 1894 and 1895 obstructions were removed in the upper Tick- faw over a distance of 3 miles, and in 1897 an effort was made to clear the streams of water hyacinths with which they were obstructed, but without much success. In 1899 obstructions were removed in the lower Tickfaw and at the mouth of the Natalbany. In 1902 obstructions. were removed from the Tickfaw, Natalbany, and Ponchatoula rivers. In 1905 a channel was dredged across a point in the Natalbany River above Springfield, La., and obstructions removed from Spring- field to the mouth of the Tickfaw. For maintenance of this and other improvements, a combined dredge and snag boat was constructed in 1908 and 1909. The work of improvement on these .streams has resulted in the removal of obstructions from portions of the streams that were navigable prior to improvement, and has rendered portions naviga- ble that could not be navigated previously. The maximum draft that could be carried over the bar at the mouth of the Tickfaw on June 30, 1910, was 61 feet at mean low water. The usual variations of the water surface are about 9 feet in the upper portions of these streams and 2 to 3 feet at the mouth of the Tickfaw. The head of navigation on the Tickfaw is at present at a point 16 miles above its mouth, the stream being navigable in fact for 5 miles farther. On the Natalbany the head of navigation is at the parish bridge, 12 miles above its mouth; on the Blood, 4 miles above its mouth; and on the Ponchatoula, 5 miles above its mouth. RIVER AND HARBOR IMPROVEMENTS. 513 Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1899.......-- ......................... .......... ................... 79,300 ............ ........ 1900 ... -.... ............. ....................... .......... ....... 55,540 ............ 23,760 1901 ......... . ........... ................................................. ..... 56,464 924 .. 1902...................... .... ........ ..... ................. .... 45,632 ............ 10,832 1904 ..................... ........................................ . 86,302 40,670 .. 1905.. ............ ........ .. ........ ... . ....... ..... .... ... ..... 45,429 ..... ...... . 40,873 1906...... ............. ......... ............. ......... 34,690 ........... 10,739 1907................. ........... ...... ............... ............. 44,350 9,660 .......... 1908..................... ............ ................... ........ 41,101 ............ 3,249 1909........ .................. ......... .......................... 47,571 6,470 ............ As there are no railroads in the section adjacent to the navigable portions of these streams there is no effect on freight rates due to the improvement. On page 397, Annual Report of the Chief of Engineers for 1906, reference is made to reports of examinations and surveys. July 1, 1909, balance unexpended_ ----------------------------- $3, 573. 85 Amount appropriated by river and harbor act approved June 25, 1910_. 3, 000. 00 6, 573. 85 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ___ --------------- 217. 51 July 1, 1910, balance unexpended ---------- 6, 356. 34 July 1, 1910, outstanding liabilities ---.----------------------------- 603. 13 July 1, 1910, balance available ------ 5, 753. 21 July 1, 1910, amount covered by uncompleted contracts-------------__ 157. 79 (d) Amite River and Bayou Manchac Louisiana.-The Amite River and its tributary, Bayou Manchac, lie in southeastern Louis- iana, the Amite flowing into Lake Maurepas on its western shore. Bayou Manchac joins the Amite River from the west about 37 miles above its mouth. The Amite from Lake Maurepas to Bayou Manchac is a tide-water stream and has widths of 200 to 300 feet and depths of 10 to 30 feet except at its mouth where a bar exists on which a depth of 5 to 6 feet existed at low water. This section prior to im- provement was somewhat obstructed with snags, logs, fallen and overhanging trees. For a distance of about 73 miles above Bayou Manchac the Amite had widths of 100 to 200 feet and depths at low water of 2 to 15 feet, being badly obstructed with snags, logs, fallen and overhanging trees, and sand bars. Bayou Manchac from its mouth to Hope Villa, about 9 miles, has a width of 100 to 200 feet and depths of 8 to 15 feet except at its mouth in the Amite where a bar exists over which there was origin- ally a depth of 4 to 5 feet at low water. This section was slightly obstructed with logs, snags, fallen and overhanging trees. The Bayou can be considered navigable above Hope Villa for 4 miles only, as the upper bayou goes dry in low water and is exceedingly obstructed with snags, logs, trees, etc. 56932 0 -ENG 1910--33 514 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Prior to improvement some navigation existed on the lower Amite and Bayou Manchac and a small steamer made regular trips to Hope Villa on the Manchac. The project under which works of improvement have been carried on was adopted in 1880 and is based on a report submitted in 1880 (Report, Chief of Engineers, 1880, p. 1185), and contemplates the removal of obstructions to a depth of 5 feet from the Amite River to a point about 73 miles above Bayou Manchac, at an estimated cost of $23,760. In 1888 the improvement of Bayou Manchac was added to the project, in accordance with a report made in 1882 (Annual Report of the Chief of Engineers for 1882, p. 1415), and contemplating the removal of obstructions from the mouth of the Manchac to a point about 11 miles upstream, at an estimated cost of $3,450. Project for the Amite was modified in 1883 so as to omit that por- tion of the stream-above the Manchac and in 1889 so as to include 5 miles of the Amite above Bayou Manchac. The improvement is not considered permanent, as obstructions will continue to form from time to time. The dredging of a turning basin for boats at Wards Creek, on the Manchac, 102 miles above its mouth, was authorized in 1892. Project was modified in 1902 so as to provide for redredging a channel through the bar at the mouth of the Amite, 8 feet deep, and as wide as available funds would permit, and in 1905 so as to dredge the bar at the mouth of the Manchac to the same depth. The first appropriation for maintenance was made in 1892. To, June 30, 1910, there has been expended on the existing project the sum of $50,019.02, of which $25,118.30 was for maintenance. Operations during the year ending June 30, 1910, have consisted of the construction under contract dated September 17, 1907, and sup- plemental agreement dated October 24, 1908, and the equipment of a combined dredge and snag boat for maintenance of improvement and the work of removing logs, snags, trees, etc., from the Amite and Bayou Manchac. Expenditures during the year were for maintenance and aggregate $3,094.80. Under the project for the improvement of the Amite, obstructions were removed in 1881 and 1882 over about 17 miles of that stream above the Manchac. In 1883 a working plant was constructed, being partly paid for from appropriation for the Amite River, and some 30 miles of the stream below the Manchac improved in 1883 and 1884. In 1886 and 1887 obstructions which had re-formed were removed from the Amite below the mouth of Bayou Manchac, and in 1888 and 1889 obstructions were removed from Bayou Manchac and from the Amite below the Manchac. In 1890 and 1891 obstructions were removed from Bayou Manchac to a point about 10 miles above its mouth, and from the Amite below the Manchac, and in 1892 the working plant was repaired and other obstructions removed in the Manchac and lower Amite. In 1895 a turning basin was dredged at Wards Creek on the Man- chac, repairs made to the plant, and obstructions removed from the Manchac and lower Amite. In 1899 and 1900 sand bars at the mouth of the Amite and Manchac and shoals in the Manchac were dredged and obstructions removed in RIVER AND HARBOR IMPROVEMENTS. 515 the Amite for 5 to 6 miles above the Manchac, giving a navigable channel 60 feet wide and 5 feet deep on the Amite for 42 miles above its mouth. In 1903 a channel 50 feet wide and 6 to 8 feet deep at extreme low water was dredged through the bar at the mouth of the Amite. In 1905 a channel 60 feet wide and 8 feet deep was dredged through the bar at the mouth of the Manchac and the channel through the bar at the mouth of the Amite redredged. In 1908 and 1909 a combined dredge and snag boat was constructed for maintenance of this and other improvements. These improvements have resulted in the removal of obstructions to navigation and maintenance of increased depth over bars and shoals, as well as the increase in the length of the navigable portion of the waterways. On June 30, 1910, the maximum draft that could be carried over the bar at the mouth of the Amite at mean low water was 6 feet, the variations of the water surface being 2 feet in Lake Maurepas and 9 feet in the Manchac and upper Amite. The head of navigation in the Amite is 42 miles above its mouth and in the Manchac 102 miles above its mouth. Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. ----.... 1899-...-..... -------------------------------------....................................... ........ 59,850 .......... ........... 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 .. 45,552 ............. 1907.-.--.................................................---....--...... 5,117 43,558 ............ 1,994 1908.............................................-...-------------......... 1909------......-..-..----....----......-- 13,187 .......... ---------------------------------......................................... 56,745 There is no definite data as to the effect of the improvement on freight rates, as the territory adjacent to the navigable portions of these streams is practically without railroads. On page 398, Annual Report of the Chief of Engineers for 1906, reference is made to reports of examinations and surveys. July 1, 1909, balance unexpended_____------------------------ $16, 569. 79 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000. 00 18, 569. 79 June 30, 1910, amount expended during fiscal year: For maintenance of improvement___ ________--_ $3, 094. 80 Amount transferred on April 30, 1910, to allotment for Chefuncte River and Bogue Falia--------_ 5, 000. 00 - 8, 094. 80 July 1, 1910, balance unexpended 10, 474. 99 July 1, 1910, outstanding liabilities______________________________ 1, 201. 45 July 1, 1910, balance available_- 9, 273. 54 July 1, 1910, amount covered by uncompleted contracts -- ------ _ 157. 79 516 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. O01 OLTDATW. July 1, 1909, balance unexpended--------------------------- $25, 979. 57 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 35, 979. 57 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 5, 451. 57 July 1, 1910, balance unexpended 30, 528. 00 July 1, 1910, outstanding liabilities_____________________________ 2, 852. 31 July 1, 1910, balance available----------------------- 27, 675. 69 July 1, 1910, amount covered by uncompleted contracts_ - 473. 37 (See Appendix S 9.) 10. Channel, bay, and passes of Bayou Vermilion and Mermen- tau River and tributaries, Louisiana.-These streams prior to 1902 had been improved under separate appropriations, but were combined by the act of June 13, 1902. (a) Channel, bay, and passes of Bayou Vermilion.-Bayou Ver- milion is the first stream in southern Louisiana west of and not con- nected with the Atchafalaya River. It flows into the western end of Vermilion Bay through two outlets known as the Passes. It is considered navigable to Lafayette, 52 miles above its mouth, where it is crossed by the fixed bridge of the Morgan's Louisiana and Texas Railroad and Steamship Company, and has widths below this point varying from 50 to 400 feet and depths of from 4 to 20 feet at low water. Prior to improvement it was navigable at its higher stages to a point 49 miles above its mouth but was obstructed, principally in the upper reaches, with snags, logs, fallen and overhanging trees, and shoals over which a depth of only 2 feet at low water existed. It was also obstructed by a bar at its mouth over which there was a depth at low tide of only 2 feet. Considerable navigation existed on the bayou by steamers and flatboats prior to the construction of the railroads to Lafayette and Abbeville. The project under which work of improvement has been performed was adopted in 1880, and is based on reports of that year (Report of the Chief of Engineers for 1880, pp. 1156 and 1164), recommending the removal of obstructing timber so as to afford a depth of 5 feet at low water as far as the railroad bridge, and also the closure of one of the passes at an estimated total cost of $9,900. This project was modified in 1892 so as to provide a depth of 51 feet to the railroad bridge and the marking of the channel in Vermilion Bay with guide piles at an estimated cost of $25,000 additional. The work was not considered permanent, as other obstructions formed from time to time. The first appropriation for maintenance was made in 1905. To June 30, 1910, there had been expended on the work of the existing project the sum of $52,374.83, of which $17,474.83 was for maintenance. Operations during the year ending June 30, 1910, consisted of the construction of a combined dredge and snagboat for service upon this and other streams of the district. This boat has secured the channel contemplated by the project, leaving the stream at the end of the year in good condition. RIVER AND HARBOR IMPROVEMENTS. 517 There was expended during the year the sum of $11,590.17, which was for maintenance. Obstructions were removed in 1881 from the first 22 miles below the railroad bridge, and in 1882 and 1883 the remainder of the bayou was cleared to the mouth and 650 feet of a brush dam con- structed, partly closing the eastern pass or outlet of the bayou into Vermilion Bay. In 1892 and 1893 snagging operations were performed for 18 miles above the mouth of the bayou and the channel into Vermilion Bay marked with piling, and in 1895 obstructions were removed from the upper 26 miles of the stream. In 1899 and 1900 similar work was performed over some 30 miles of the stream below the railroad bridge, and at obstructed places in 1902, 1903, 1906, 1907, and 1908. The maximum draft that could be carried at mean low water on June 30, 1910, over the bar at the mouth of Bayou Vermilion is about 5 feet and a depth of 4 to 5 feet exists as far as Lafayette. The usual variation of the water surface at the mouth is 1 to 2 feet due to tide, and at the railroad bridge about 12 feet due to flood water. Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1900 ...................................................... ........... .. 21,150 6,181 .......... 1901...................................... ........................ 31,385 10,235 ....... 1902............................... ........... .. ........ ........ 37,000 5,615......... 1903....................... ................ ....................... 15,157 ............ 21,843 1904.................................... .... ............... ....... ... 29,326 14,169 ........... 1905........................... .................................. 28,092 ............ 1,234 1906 ............................................................. 32,025 3,933 ........... 1907.................. . ...................................................... ..... 37,515 5,490 ........ 1908. ......................... ,589................................... 26,589 ............ 10,926 1909............................... ......... ....... ............. 31,593 5,004 ........... No data is at present available showing the effect of the improve- ment on freight rates, but it is reported that a boat line will soon be established between points on Bayou Vermilion and New Orleans in competition with the railroad. It is understood, however, that the town of Abbeville, La., enjoys reduced railroad freight rates owing to its location on this waterway. On page 461, Annual Report of the Chief of Engineers for 1909, reference is made to reports of examinations and surveys. July 1, 1909, balance unexpended__________---------------------------- $4, 815.84 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 Amounts transferred on January 8 and May 7, 1910, from allotment for Mermentau River, Louisiana; acts of March 2, 1907, and March 3, 1909_-------- ------------------------------------ 10, 000. 00 17, 815. 84 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------- 11, 590. 67 July 1, 1910, balance unexpended-------------------- ---- 6, 225. 17 July 1, 1910, outstanding liabilities__--------------------- 1, 785. 29 July 1, 1910, balance available-__-------------------------- 4, 439. 88 518 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Mermentau River and tributaries, Louisiana.-The Mermen- tau River lies in southern Louisiana and is formed by the junction of Bayou Nezpique and Bayou des Cannes 2 miles above the town of Mermentau, at the crossing of the Southern Pacific Railroad. It flows in a southwesterly direction for 70 miles and empties into the Gulf of Mexico, after passing through Lake Arthur, Grand Lake, Upper Mud Lake, and Lower Mud Lake. It differs from the streams between it and the Mississippi River by having several tributaries, both Bayou Queue de Tortue joining it from the east 5 miles above the head of Lake Arthur and Bayou Lacassine flowing into Grand Lake from the west, being navigable. Bayou Plaquemine Brule is a tributary of Bayou des Cannes, joining it from the east 3 miles above its mouth. The Mermentau proper has widths of from 250 to 1,000 feet and low-water depths of 10 feet and over. Through Lake Arthur, which is 6 miles long and averages about 1 mile in width, there is a low- water depth of 7 to 8 feet. Through Grand Lake the channel is about 11 miles long, with an average depth of 6 feet except where the river enters the lake, where a bar exists over which there was originally a depth of only 5 feet, and where the river leaves the lake there is a bar over which a depth of 4 feet existed at low water. Through Lower Mud Lake there was an available depth at low water of 4 feet, and 42 feet existed over the bar at the mouth of the river in the Gulf of Mexico. The tributaries of the Mermentau are as a rule exceedingly crooked, with widths from 50 to 200 feet, and depths of 6 feet and over at low water, and are much obstructed with snags, logs, fallen and overhanging trees. Navigation on these tributaries extended for 10 to 25 miles above their mouths, and prior to improve- ment considerable commerce existed on them and the main stream. The project under which work of improvement has been carried on was adopted in 1892, based on a report submitted the previous year (Report, Chief of Engineers, 1892, p. 1862), and contemplates the removal of snags, etc., from the Mermentau and for about 25 miles on Bayou Nezpique and the construction of brush dams in Lower Mud Lake, so as to deepen the channel by scour at a total estimated cost of $23,615.25. In 1897 dredging, in connection with brush dams, was authorized, so as to secure a channel 50 feet wide and 6 feet deep through Lower Mud Lake. (c) Bayou Plaquemine Brule, Louisiana.-The improvement of this bayou in accordance with project given in House Document No. 789, Sixtieth Congress, first session, at an estimated cost of $10,000, with $250 annually for maintenance, was authorized by the river and harbor act of June 25, 1910, and provides for the removal of snags, logs, and other obstructions, to provide a clear channel width of 60 feet and depth of about 6 feet, beginning at the mouth of the bayou and extending upstream to a point near the town of Crowley, a dis- tance of approximately 29 miles. The first appropriation for maintenance was made in 1905. To June 30, 1910, there has been expended on the existing project the sum of $33,676.24, of which $7,560.99 was for maintenance. Operations during the year ending June 30, 1910, consisted in the construction, under contract dated September 17, 1907, and supple- RIVER AND HARBOR IMPROVEMENTS. 516 mental agreement dated October 24, 1908, and the equipment of a combined dredge and snag boat for maintenance of improvement. The sum of $1,172.11 was expended during the fiscal year and is an expenditure for maintenance. Under the project for improvement and maintenance, obstructions were removed from 38 miles of the Mermentau and Nezpique above Lake Arthur in 1892 and 1893. In 1897 and 1898 channels were dredged through two shoals in Lower Mud Lake to an average depth of 8 feet and a width of 50 feet and two pile and brush dams, 2,500 and 3,000 feet long, respec- tively, constructed. In 1899 the dredged channels having shoaled, they were redredged to a depth of 62 feet for a length of 3,877 feet. In 1902 it was found that the lower brush dam, due to greater influx of salt water, had been practically destroyed by the teredo, and repairs were limited to the upper dam. In 1906 obstructions were removed from Bayou Nezpique for a distance of 21 miles below the head of navigation in that stream. In 1908 and 1909 a combined dredge and snag boat was constructed and equipped for maintenance of improvement, being partially paid for from funds from the Mermentau River and tributaries. These improvements have resulted in unobstructed channels and increased depths on the Mermentau and Nezpique. The head of navigation on Bayou Nezpique is now at a point 25 miles above its mouth, on the other tributaries from 10 to 15 miles above their mouths. On June 30, 1910, the maximum draft that could be carried at low water over the shoals in Lower Mud Lake and over the bar at the foot of Grand Lake was 3 to 4 feet. The usual variations of the water surface in the upper portions of the Mermentau and its tributaries is from 8 to 15 feet, in the lower Mermentau about 2 feet, the fluctuations resulting from heavy winds being greater than those due to tides. Comparative statement of shipments and receipts for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1900 ......................----------------------------------------------------.... 27,034 . ........... '1901........ ................................................... .. 29,291 2,257 ........... 1902....................................... ............ ......... 50,326 21,035 ......... 1903.............. ........................ ....................... 63,690 13,364 ......... 1904............................................................ 45,866 ............ 17,824 1905........................................................... 42,413 ........... . 3,453 1906................ ............................................... 61,634 19,221 ......... 1907.......... ......................................... .... ...... ........... 49,756 .............. 11,878 1908............................................................ 44,382 ............. 5,374 1909................... ............................................ 33,094 ........... 11,288 On account of its location on this waterway the town of Mermentau has lower railroad rates on certain articles than intermediate points. On page 463, Annual Report of the Chief of Engineers for 1909, reference is made to reports of examinations and surveys. Report of examination and survey of Bayou Queue de Tortue, with plan and estimate of cost of improvement, is printed in House Document No. 609, Sixty-first Congress, second session. 520 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. MERMENTAU RIVER AND TRIBUTARIES. July 1, 1909, balance unexpended__------------------------------- $14, 911. 12 Amount appropriated by river and harbor act approved June 25, 1910 - -------------------------------------------------- 2, 000. 00 16, 911. 12 June 30, 1910, amount expended during fiscal year: For maintenance of improvement a $1, 172. 11 Amounts transferred on January 8 and May 7, 1910, to allotment for Vermilion-----------------10, 000. 00 -11,172.11 July 1, 1910, balance unexpended 5, 739. 01 July 1, 1910, outstanding liabilities ------------------------------- 603. 13 July 1, 1910, balance available----------------------------------5, 135. 88 July 1, 1910, amount covered by uncompleted contracts------------- 157. 79 BAYOU PLAQUEMINE BRULE. Amount appropriated by river and harbor act approved June 25, 1910------------ $5, 000. 00 July 1, 1910, balance unexpended ------- 5, 000. 00 Amount (estimated) required for completion of existing project.- b 5, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended------------------------------- $19, 726. 96 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------ -------------- C10, 000. 00 29, 726. 96 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------- ----------------------------------- 12, 762. 78 July 1, 1910, balance unexpended_------------------------------- 16, 964. 18 July 1, 1910, outstanding liabilities ___ 2, 388. 42 July 1, 1910, balance available------------------------------- 14, 575. 76 July 1, 1910, amount covered by uncompleted contracts 157. 79 Amount (estimated) required for completion of existing project___ b 5, 000. 00 (See Appendix S 10.) 11. Homochitto River, Mississippi.-The Homochitto River lies in the southwestern part of Mississippi and empties into the Mississippi River about 220 miles above New Orleans, La. Before it reaches the Mississippi it flows through, for a distance of about 6 miles, an old bend of the main river known as Old River. That portion between Old River and the Mississippi is at present about 2 miles long and is called the Narrows. The Narrows at the time of the first exami- nation in 1884 was about 6 miles long, being parallel to the Missis- sippi, but the caving of the banks of the main river has reduced its length to about 2 miles. The Narrows has a width of about 150 feet and a depth of about 5 feet except where it leaves Old River, where a Amount expended divided as follows: As per vouchers -- _____________________________ $1, 142. 70 Treasury settlement ____________________ 29.41 b Exclusive of the balance unexpended July 1, 1910. C Includes improvement of Bayou Plaquemine Brule, $5,000. RIVER AND HARBOR IMPROVEMENTS. 521 a bar exists, with a depth over it of 21 feet at low water. It was originally much obstructed with snags, logs, fallen and overhanging trees. The channel through Old River is wide and deep and unobstructed. The Homochitto for about 5 miles above Old River is 150 feet wide and about 5 feet deep, but above this point to the Yazoo and Missis- sippi Valley Railroad bridge, 75 miles above its mouth, is very nar- row and tortuous in places and greatly obstructed with snags, logs, fallen and overhanging trees, and shoals, the width being as little as 40 feet in places and depths of 1 foot being found at low water. Prior to improvement some navigation existed through the Nar- rows and Old River and for 5 or 6 miles above Old River, the prin- cipal commodity being cotton. The existing project is based on a report submitted in 1898 (Report of the Chief of Engineers for 1898, p. 1489), was adopted in 1899, and contemplated securing a channel for boats of less than 6 feet draft to the Yazoo and Mississippi Valley Railroad bridge by the removal of snags, trees, etc., at an estimated cost of $16,000. The stream was considered unworthy of further improvement in 1908, pursuant to examination printed in House Document 692, Sixtieth Congress, first session. The first appropriation for maintenance was made in 1902. There has been expended on the work of the existing project to June 30, 1910, the sum of $24,000, of which it is estimated that $8,518.33 has been applied to maintenance. There was no work upon the stream during the year ending June 30, 1910. The amount expended during the year, $5,708.47, was for incidental purposes and a proportional part of a combined dredge and snag boat. Under the project for improvement and maintenance obstructions were removed in 1899 and 1900 from some 25 miles of the river above its mouth and a waterway 75 to 150 feet wide and with a depth of 6 feet at high and 2 feet at low water secured. In 1902 and 1903 obstructions which had re-formed were removed from the stream. The maximum draft that could be carried on June 30, 1910, over the shoalest part of the streams under improvement at mean low water was 22 feet. The variations of the water surface are about 30 feet. The head of navigation is at present at a point 18 miles above the mouth during the high-water season. No commercial statistics are available for this stream for the calendar year 1909, and as no point on the portion of the stream on which works of improvement have been carried on is reached by a railroad, the improvement has had no effect on freight rates. On page 465, Annual Report of the Chief of Engineers for 1909, reference is made to reports of examinations and surveys. July 1, 1909, balance unexpended-------------------- -- $5, 708.47 June 30, 1910, amount expended during fiscal year, for maintenance of improvemet ------------------------ 5, 708. 47 a--------------------- (See Appendix S 11.) a Expenditures divided as follows: As per vouchers _ --------- - $5, 697. 52 Treasury settlement ----- ---- 10. 98 522 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 12. Bayou Lafourche, Louisiana.-Bayou Lafourche prior to 1902 was an outlet of the Mississippi River, its head being at Donaldson- ville, 80 miles above New Orleans. Under authority of the act of June 13, 1902, authority to close it at its head was granted, under certain conditions, to the joint organization of the Atchafalaya and Lafourche levee boards of the State of Louisiana, by extending the river levee across it. From the Mississippi to its mouth in the Gulf of Mexico it has a length of 107 miles, with widths varying from 75 to 150 feet. According to a report submitted in 1874 it was ob- structed prior to improvement with stumps, snags, wrecks, and sand bars, depths over the latter being as little as 2J feet at low water, though otherwise the bayou had depths of from 4 to 10 feet at low water. The original project, adopted in 1878, provided for the removal of stumps and snags from 42 miles of the bayou below Thibodeaux, La., this place being 34 miles below the head of the stream, at an estimated cost of $10,000. This project was modified in 1879 so as to extend operations to the head of the bayou and dredge the upper bayou to a depth of 4 feet at low water. It was further modified in 1884 so as to carry operations downstream as far as necessary and available funds would permit. Under this project a working plant was con- structed and snags, stumps, and wrecks removed for 86 miles below the head. of the bayou from 1878 to 1885, there being expended on th'e project the sum of $29,920.39. The existing project is based on a report submitted in 1886 (Report of the Chief of Engineers for 1886, p. 1266) and contemplates a lock at the head of the bayou and a channel 75 feet wide and 5 feet deep at extreme low water in the bayou below the proposed lock, by dredg- ing, at an estimated cost of $450,000. That part of this project which contemplates securing a navigable channel, by dredging, at an esti- mated cost of $240,000 was adopted by Congress in 1888. Project was modified in 1896 so as to hold the matter of construction of the lock in abeyance and restrict operations to maintenance of low-water navigation in the upper part of the bayou, by dredging, at an esti- mated cost of $25,000 per annum. Under authority of the act of June 13, 1902, the levee boards named above were authorized to close the head of Bayou Lafourche with a dam for a period of two years and six months, pending construction of a lock at the head of the bayou by the levee boards. Act of April 13, 1904, extended this time three years, and the act of March 2, 1907, extended the time to January 1, 1910. Plans were drawn for the lock and duly approved by the Secretary of War, but it was found that the lock would cost a larger sum than was ob- tainable, and there the matter was allowed to rest until the fall of 1909. Plans are now being drawn for another lock, which, it is be- lieved, can be built for an amount within the resources of the Board, and it is expected that they will shortly be submitted for approval. To June 30, 1910, there has been expended on the work of the ex- isting project the sum of $228,164.78, of which $13,085.17 was for maintenance. The sum of $1,914.83 reverted to the Treasury on June 30, 1909. No work was done during the year ending June 30, 1910, by the United States, but it is understood that the state levee boards main- tained suitable channel depths by dredging. RIVER AND HARBOR IMPROVEMENTS. 528 Under the existing project work began in 1888 and was con- tinued annually during the low-water seasons till 1902, the work consisting principally in the dredging of shoals in the upper 10 miles of the stream, though operations of dredging and removal of obstruc- tions were on several occasions carried farther downstream, extend- ing from 38 to 100 miles below the head of the bayou. Since 1902 no work has been carried on in Bayou Lefourche by the United States, pending the construction of the lock and removal of the dam at its head. Operations under the existing project resulted in keeping the stream clear of obstructions and maintaining navigation between the Mississippi and the bayou during the low-water seasons through the bars at the head of the bayou which formed annually on account of the deposits of sediment from the river. The channels dredged were as a rule 60 feet wide and from 3 to 4 feet deep at low water. The stream is navigable and navigated to within a short distance of the dam at its head, and the maximum depth which could be carried on June 30, 1910, over the shoalest part of the upper bayou was 2z feet at low water. The usual variations of the water surface under present conditions is that due to tide being from 1 to 2 feet in the lower bayou and a few inches in the upper part. Commerce on the bayou has an outlet to the Mississippi through two toll canals, viz: The Harvey and Company canals. Comparative statement of receipts and shipments for ten years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1900...........----------------........-------------....................----------................-------------... 210,315 53,057 ........... 1901........................................ ............. .......... 137,357 i............ 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 ...... ...... 35,228 1907.............................. .................. .............. 46,413 .. .. 12,679 1908.................................................. .. 64,914 18,501 . 1909............. ............. ..........-.. .. .... ... . ... 70,618 5,704 . The effect of the work of improvement on freight rates is not definitely known. Amount appropriated by river and harbor act approved June 25, 1910_ $7, 500. 00 July 1, 1910, balance unexpended______ _______-- _____ _ 7, 500. 00 (See Appendix S 12.) 13. Removing the water hyacinth from waters in Louisiana and Texas.-The water hyacinth is an aquatic plant which infests the waters of the Gulf coast, increasing with great rapidity during the summer season and greatly obstructing navigable waterways. It is a floating plant and is propagated not only by seed but by the develop- 524 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment of new plants from the root stems or portions of the root. It made its appearance in the waters of southern Louisiana about 1884 and spread with such rapidity that it soon infested all of the streams where sufficient current does not exist to carry it to salt water. The existing project for the destruction of these plants is based on a report submitted in 1898 (Report of the Chief of Engineers for 1899, p. 1615), was adopted in 1899 and originally contemplated the con- struction and operation of boats equipped with suitable machinery for removing and crushing the plants, and the use of log booms to pre- vent the plants from drifting from one stream into another at an estimated cost of $25,000 for a boat, $10,000 for operation, and $1,000 for the establishment of log booms, a total of $36,000. The act of June 13, 1902, authorized the use of mechanical, chem- ical, or other means whatsoever for the extermination of the plant and under this provision the project was modified so as to destroy the plants by chemical instead of mechanical means. Continuation of operations for the removal and destruction of these plants was made possible by the appropriation of 1902 and later appropriations. To June 30, 1910, there has been expended on the existing project the sum of $131,498.03. There has been received from miscellaneous sources, sales, etc., the sum of $248.99. Operations during the year have consisted in the operation of booms and patrol of streams by watchmen, the establishment of fixed booms at the mouths of small tributaries of navigable streams, and the spraying of the plants in the localities most congested and at the headwaters of navigable streams. The sum of $8,751.69 was expended on this work during the year. Under the existing project a boat with suitable machinery for re- moving and crushing the hyacinth at a cost of $17,253.17 was secured and operated in 1900 and 1901 in Bayou Plaquemine, removing the plants at an operating cost of 4.9 cents per square yard. A log boom was also established at the mouth of Bayou Teche to prevent the plants from entering that stream from the Atchafalaya. With the authorization of the use of chemical means to destroy the plants the use of crushing machinery was abandoned and the boat equipped with a spraying apparatus. Spraying operations were carried on in 1902 in Bayou Plaquemine and adjacent waters, using the Harvesta chemical compound, a trade article, which proved effective in the destruction of these plants, the operating cost per square yard being 0.37 cent. Spraying operations were also continued in the waters adjacent to Bayou Plaquemine in 1903 and 1904, and booms were placed in Bayou Plaquemine and several adjacent streams. Alterations and repairs were made to the boat in 1904, and in 1905 spraying operations were resumed, using a solution prepared from a formula of the Department of Agriculture instead of the Harvesta compound. This spraying solution is prepared by dissolving 1 pound of white arsenic and 1 pound of sal soda per gallon of water, by boiling for about an hour, and then diluting with about 17 gallons of water pre- paratory to spraying. RIVER AND HARBOR IMPROVEMENTS. 525 The cost of this solution is about one-tenth that of the Harvesta compound, and it is estimated that 1 gallon will destroy 10 square yards of hyacinths. A second boat was purchased in 1905 and fitted for spraying the plants at a cost of $8,903.57, and since that year the work of removing the plants by spraying and the use of booms and watchmen has been carried on in those streams which are most obstructed or whose com- mercial importance demands that no obstructions be permitted to form. The first boat secured for operations in the removal of these plants was dispensed with in 1908, having become unserviceable, and the second boat was overhauled in the same year and altered completely. These various operations have resulted in removing the worst ob- structions from year to year and keeping the most important water- ways reasonably free from the hyacinths. No reasonable amount of money expended can begin to eradicate the plants, however, without the cooperation of local officials and private parties, and even with such cooperation the complete eradi- cation of the plants would be a long and difficult process. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1912, is intended for the maintenance and opera- tion of plant, establishment of booms, hire of watchmen, and addi- tional labor and purchase of necessary chemicals. July .1, 1909, balance unexpended _- a$22, 982. 65 Amount appropriated by river and harbor act approved June 25, 1910------------------------- ---- 20, 000. 00 42, 982. 65 June 30, 1910, amount expended during fiscal year, for maintenance of improvement __------ a 8, 751. 69 July 1, 1910, balance unexpended_- 34, 230. 96 July 1, 1910, outstanding liabilities_ 883. 09 July 1, 1910, balance available---------------------------------33, 347. 87 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ...... b20, 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 13.) 14. Improving Bayou Terrebonne, Louisiana.-Bayou Terrebonne is a small stream in southern Louisiana flowing in a southerly direc- tion from near Thibodaux, La., 65 miles to Terrebonne Bay, an inlet of the Gulf of Mexico. That portion of the stream, 16 miles long, above Houma, La., is not considered navigable, as in the dry season portions of it go entirely dry. From Houma to the mouth the bayou has widths varying from 40 feet to 200 feet and more, and prior to improvement had depths of a These amounts include expenditure from balance unexpended of allotment of $5,000 made February 24, 1909, from emergency appropriation of March 2, 1907: Amount expended from appropriation for emergencies, etc ______ _ $2. 982. 65 Amount expended from appropriation removing water hyacinths_ _._ 5, 769. 04 b Exclusive of the balance unexpended July 1, 1910. 526 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. from 4 to 20 feet at low water, but was obstructed in the upper part by shoals, over which a depth of only 2 feet at low water existed, and by some overhanging trees. Considerable commerce existed on the stream prior to improvement, produce being brought to Houma by water for shipment by rail. The original project, adopted in 1880, is based on a report submitted in that year (Report of the Chief of Engineers for 1880, p. 1179), and contemplated a channel 4 feet deep at low water below Houma by dredging and the clearing of the banks of overhanging trees, at an estimated cost of $18,800, afterwards increased to $38,800. Under this project work of dredging was carried on from 1880 to 1887 and a channel 4 feet deep at low water secured for 231 miles below Houma, La. A dredge boat was also constructed and partly paid for from the appropriation for this work. The sum of $38,641.10 was expended on this project, including a portion of the expenses of the construction and repair of the dredge boat, and $158.90 reverted to the Treasury. The existing project, adopted by the river and harbor act of June 25, 1910, is based on a report submitted in House Document No. 1163. Sixtieth Congress, second session, and contemplates securing a channel in Bayou Terrebonne 6 feet deep at low water and of suitable width from Houma to deep water, at an estimated cost of $50,000. Under terms of the act adopting the project, land required for the improvement must be deeded to the United States free of cost. Due to a severe storm in September, 1909, Bayou Terrebonne and adjacent waterways became much obstructed by trees, marsh grass, etc., and, under the provisions of the act of March 3, 1905, allotments aggregating $10,000 were made by the Secretary of War for the restoration of usual channel depths and removal of obstructions. With the funds allotted operations were carried on during the fiscal year ending June 30, 1910, in the removal of obstructions and dredg- ing and the sum of $5,177.12 expended during the year. This work is still in progress, but as far as operations have been carried a depth of 5 feet at low water has been secured. Other reports of examinations and surveys are given in the Annual Reports of the Chief of Engineers for 1887, page 1396; for 1889, page 1508; and for 1891, page 1843. Amounts allotted on October 2, November 9, and December 15, 1909, from emergency appropriation of March 3, 1905_---------------_ $10, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910------------- ---- ---------------------------- -- -- 25, 000. 00 35, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------- a 5, 177. 12 July 1, 1910, balance unexpended ---------------------------- 29, 822. 88 July 1, 1910, outstanding liabilities ------------- 981. 58 July 1, 1910, balance available --- -------------------------- 28, 841.30 Amount (estimated) required for completion of existing project-.... b 25, 000. 00 (See Appendix S 14.) a Expenditures were made from the emergency appropriation of March 3, 1905. bExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 527 15. Improving Atchafalaya River, Louisiana, from Morgan City to the Gulf of Mexico.-The Atchafalaya River for 171 miles, from Morgan City to its mouth in Atchafalaya Bay, an inlet of the Gulf of Mexico, is a stream with a width of 1,500 to 3,000 feet and depth at low water of 26 to 140 feet. A natural channel 20 feet deep extends into Atchafalaya Bay for a distance of 32 miles beyond its mouth, but from this point to the 20- foot contour in the Gulf of Mexico there was originally an available depth of only about 7 feet. Two different channels of 12 and 14 feet, respectively, have been dredged through Atchafalaya Bay by private parties, in order to give an outlet for a considerable commerce which originates at or near Morgan City. The older, or the 12-foot channel, has greatly de- teriorated, and is now practically abandoned, the present outlet being by way of the 14-foot channel. The existing project, as adopted by the river and harbor act of June 25, 1910, is based on a report of examination and survey printed in House Document No. 669, Sixty-first Congress, second session, and contemplates securing a channel 200 feet wide and 20 feet deep from the 20-foot contour at the mouth of the Atchafalaya River to the 20-foot contour in the Gulf of Mexico, and its maintenance for three years, at an estimated cost of $530,000, and $10,000 for inspection and superintendence by the United States. Under the terms of the act authority is given to enter into contract with the Atchafalaya Bay Ship Channel Company, the owners of the 14-foot channel, for the construction and maintenance of the 20-foot channel. For previous reports of examinations and surveys see Annual Reports of the Chief of Engineers for 1871, page 554; for 1897, page 1779; for 1900, page 2282. Amount appropriated by river and harbor act approved June 25, 1910__ --__ _____- _________------------ - a$540, 000. 00 July 1, 1910, balance unexpended-------------------------------540, 000. 00 (See Appendix S 15.) 16. Improving Lake Pontchartrainand Pass Manchac, Louisiana.- Lake Pontchartrain is a body of water in southeastern Louisiana, with a length of 40 miles, a width of 23 miles, and a central depth of 16 feet, decreasing regularly to about 6 feet near the shores. It is connected with Lake Maurepas to the westward by a channel known as Pass Manchac, which has a length of 61 miles, a width of 800 feet, and a depth of 20 to 50 feet. Bars with about 7 feet of water over them exist in both lakes in front of the pass. Lake Pontchartrain is at present obstructed by an old United States breakwater near Milneburg, on its south shore, and by partly submerged logs, which are scattered over the lake and are dangerous to navigation. a This amount is made up as follows: Construction__--------- ----------------------------------- $500, 000. 00 Maintenance (3 years) --------------------- ------- 30, 000. 00 Inspection expenses 000. 00 10--------------------------- 528 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Pass Manchac is obstructed by sunken logs., etc., on the bars at its outlets which prevent the full depth of water being utilized by boats navigating it. The act of August 30, 1852, appropriated $25,000 for the construc- tion of a harbor on Lake Pontchartrain, and under this project the breakwater mentioned above was constructed in 1852 and 1853. The existing project, adopted by the river and harbor act of June 25, 1910, is based on reports submitted in House Documents Nos. 881 and 882, Sixtieth Congress, first session, and contemplates the improvement of Lake Pontchartrain and Pass Manchac by the re- moval of the old United States breakwater and dangerous dead heads, as partly submerged logs are called, from Lake Pontchartrain, and the removal of sunken logs, etc., from the bars at the outlet of Pass Manchac, at a total estimated cost of $18,000, with $750 per annum thereafter for maintenance. Other reports of examinations and surveys of Lake Pontchartrain are given in the Annual Reports of the Chief of Engineers for 1882, page 1390; for 1891, page 1839; for 1893, page 1842; and House Document No. 557, Sixtieth Congress, first session; of Pass Manchac in the Annual Report for 1882, page 1414. LAKE PONTCHARTRAIN. Amount appropriated by river and harbor act approved June 25, 1910_ $6, 000. 00 July 1. 1910, balance unexpended __ ____ _ 6, 000. 00 Amount (estimated) required for completion 6f existing project- ___ a6, 000. 00 PASS MANCHAC. Amount appropriated by river and harbor act approved June 25, 1910_ $3, 000. 00 July 1, 1910, balance unexpended_-------------------------------- 3, 000. 00 Amount (estimated) required for completion of existing project- __ a 3, 000. 00 CONSOLIDATED. Amount appropriated by river and harbor act approved June 25, 1910__ $9, 000. 00 July 1, 1910, balance unexpended - ----- --- --- 9, 000. 00 Amount (estimated.) required for completion of existing project-__ a 9, 000. 00 (See Appendix S 16.) 17. Removing sunken vessels or craft obstructing or endangering navigation:Indefinite (removal of schooner A. J. Ramsay from Lake Pontchartrain, Louisiana).-The schooner A. J. Ramsay was sunk in Lake Pontchartrain by the storm of September 20, 1909, and endangered vessels navigating the lake. Under the indefinite appropriation provided by section 20 of the act of March 3, 1899, an allotment of $1,200 was made by the Secre- tary of War, December 31, 1909, for its removal. This work was accomplished under contract at a total expenditure of $619.20, contract being completed February 28, 1910. (See Appendix S 17.) a Exclusive of balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 529 EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and survey required by the river and harbor act of March 3, 1909, 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 Bayou Cocodrie, Louisiana.-Re- port dated June 17, 1909, is printed in House Document No. 345, Sixty-first Congress, second session. This locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Bayou Boeuf, Louisiana.-Report dated June 19, 1909, is printed in House Document No. 409, Sixty- first Congress, second session. It is not considered advisable for the United States to undertake this improvement. 3. Preliminaryexamination and survey of Bayou Queue de Tortue, Louisiana.--Reports dated July 13 and November 26, 1909, respec- tively, are printed in House Document No. 609, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $25,000 is presented, provided the necessary right of way for the ten cut-offs is donated free of cost to the United States. 4. Preliminary examination, with plan and estimate of cost of improvement, of Atchafalaya River, Louisiana, from Morgan City to the Gulf of Mexico, with a view to obtaining a channel 240 feet wide and 20 feet deep.-Reports dated November 5, 1909, and Janu- ary 22, 1910, respectively, are printed in House Document No. 669, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $500,000 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Bayou Courtableau, Louisiana. 2. Bayou Teche, Louisiana, with a view to securing increased depth. IMPROVEMENT OF RIVERS AND HARBORS IN THE GALVESTON, TEXAS, DISTRICT. This district was in the charge of Capt. John C. Oakes, Corps of Engineers, to February 21, 1910, and in the charge of Maj. G. P. Howell, Corps of Engineers, since that date. Division engineer, Lieut. Col. Lansing H. Beach, Corps of Engineers. 1. Galveston Harbor, Texas.-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 56932o-ENG 1910- 34 530 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the lighterage of cargoes to the larger vessels anchored in the deep water beyond the outer bar. Prior to 1874 the projects for improving the harbor related to dredging 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, $1,478,000 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 the same at $1,500,000. (Annual Report Chief of Engineers, 1901, p. 2018.) Appropriations under this estimate com- menced June 13, 1902, and were completed in 1906, $1,200,000 being appropriated. The act of March 2, 1907, appropriated $300,000 and authorized continuing contracts for prosecuting the work to the amount of $700,000 additional, all of which has since been appropriated. In pursuance of the discretion vested in him by this act, the Secretary of War approved a project for expenditure of the funds appropriated 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. The river and harbor act of June 25, 1910, contained an appropria- tion of $350,000 for maintenance of the entrance channel by dredg- ing and for repair of the jetties. The act also provides that, in his discretion, the Secretary of War might devote such portion of this appropriation as may not be required for the work in the channel entrance to the work of improving Galveston channel (see p. 531). 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. For a comprehensive plan for further improvement of Galveston Harbor, see House Document No. 328, Sixty-first Congress, second session. From June 13, 1902, to June 30, 1910, $2,373,852.12 has been ex- pended in accordance with modified project, of which $364,166.46 was for maintenance of improvement. The portion derived from miscel- laneous sources, such as sales, etc., is $14,917.98. During the present fiscal year the extension of the south jetty from station 353 to station 357 was completed, and dredging was carried on by the U. S. dredges Galveston and Comstock, the above being new work. For maintenance, repairs were made to the jetties. RIVER AND HARBOR IMPROVEMENTS. 531 The new dredge Galveston had been completed and commenced work November 24, 1908. The extension of the jetties had been completed and repairs practically completed. The project depth of 30 feet had been attained; this channel is 900 feet wide at its nar- rowest point. The approved project is, therefore, completed. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part of the locality under improvement is 334 feet, an increase of 3 feet during the present year. The length of this improved channel from the Gulf to the inner bar at the entrance to the channel leading to the city of Galveston is 6 miles. The mean tide fluctuations on the outer bar are 2 feet and on the inner bar 1.64 feet. All the commerce for Galveston channel, Texas City channel, and Port Bolivar channel comes in through this channel. In addition, the commerce for the Houston ship channel, bound in and out from the Gulf, uses this channel. The total volume of this commerce is approximately 3,039,822 short tons, valued at $364,413,206. For details of this tonnage and of the effect of the improvement on freight rates, attention is invited to the reports on the above channels. It is proposed to apply the amount required for expenditure in fiscal year ending June 30, 1912, for maintenance in operating the dredge Galveston. July 1, 1909, balance unexpended -------------------------- $269, 956. 26 Amount appropriated by river and harbor act approved June 25, 1910__------------------------------------------------ 350, 000.00 Allotted from act March 3, 1909, emergencies in river and harbor works _-_ _-_ ___ _-- -- -- 25, 000.00 Proceeds of sales of charts of Galveston Bay- -- 23. 45 Use of dredge Galveston by New Orleans, La., district ...-------- 942. 63 Proceeds from mess account--- ------------------------- 1. 75 645, 924.09 June 30, 1910, amount expended during fiscal year: For works of improvement (jetties) - -- $51, 179. 22 For construction of dredge ------------------- __ a 3, 429. 25 For dredging ------------------------ - 197, 899. 41 For maintenance of improvements (jetties) ------- 4, 082. 12 266, 590.00 July 1, 1910, balance unexpended --------------------- 379, 334.09 July 1, 1910, outstanding liabilities-------------------------- b 16, 221. 02 July 1, 1910, balance available-----------------------------363, 113. 07 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvements_______ c 155, 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 1.) 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. a Amount expended by Major Deakyne for dredge construction. b Includes $4,750 account Treasury settlement for construction of dredge, deducted on account of Quartermaster's Department claim and not yet charged to the appropriation. C Exclusive of the balance unexpended July 1, 1910. 532 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 contours 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 cargoes by lightering after crossing the bar. 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, Colonel 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 street to Fifty-sixth street, at an estimated cost of $129,310. (See H. Doc. No. 768, 59th Cong., 2d sess.) The act of June 25, 1910, further modified the project by providing, in the discretion of the Secretary of War, for the extension of said channel to Fifty-seventh street, with a width of 1,000 feet between Fifty-first and Fifty-seventh streets, in accordance with reports printed in House Document No. 328, Sixty-first Congress, second session. The adopted project therefore contemplates the excavation of a channel 30 feet deep and 1,200 feet wide from the inner bar to Fifty- first street and the extension of said channel 1,000 feet wide from Fifty-first street to Fifty-seventh street. The estimated cost of the project as modified is $1,769,710. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, is $856,844.61, of which $155,443.98 was applied to maintenance of improvement, and $354.34 was derived from miscellaneous sources, such as sales, etc. During the fiscal year the government dredges Colonel A. M. Miller and General C. B. Comstockc worked in the channel. The Comstock removed 858,962 cubic yards of material in dredging the channel be- tween its outer end and Pier No. 10; the Miller removed 138,091 cubic yards in dredging opposite Thirty-second street. All this was for new work. For maintenance, the Miller removed 1,326,689 cubic yards in redredging to restore the depth of 30 feet formerly attained, beginning along the wharves and forming a channel from 350 feet to 500 feet wide along the front of the city as far as Forty-sixth street. The proportion of the approved project accomplished to June 30, 1910, is 42 per cent. The width of the 30-foot channel is as follows: From the outer red beacon to the angle of the dike, a distance of 6,000 feet, 600 feet to 800 feet; thence to Twenty-second street, a distance of 6,500 feet, 350 feet to 500 feet; thence to Forty-sixth street, a distance of 8,750 feet; 250 feet. Above this point no work has been done, a distance of 4,800 feet, to Fifty-seventh street. The total length of the channel is 5 miles. The variation of level of water surface is about 1 foot. The maximum draft that can be carried at mean low water June 30, 1910, from deep water in the Gulf, is 33 feet as far as Sixteenth street, and 31 feet as far as Forty-sixth street. RIVER AND HARBOR IMPROVEMENTS. 533 The commercial statistics for the port are as follows: Calendar year. Domestic Foreign Coastwise. Total value. exports. imports. 1909....... ........................... $182, 406,762 $4, 125,330 $137, 298,352 $323, 830,444 1908............ ................... 202,152,984 5,516,822 218,388,000 426,057,806 1907 ......... ....................... ... 236,277,727 7,621,761 203,768,556 447,668,044 1906...........................................170,759,269 3,772,090 349,486,007 524,017,366 ...... 1905----------------. . ...... ............. 140,113, 700 3,034,973 371,925,155 515,073, 828 The business has increased from a yearly foreign export business in fiscal year 1895 of about $35,000,000 to $173,154,915 in 1910. This port stands second in the value of foreign exports of all the ports in the United States, as the following table shows: [Compiled from official records published by the Bureau of Statistics, Department of Commerce and Labor, Washington, D. C.] Port. 1907-8. 1908-9. New York............... ...... ....................... $701,062,913 $607,239,481 Galveston ... ........... ................................. 161,352,201 189,464,335 New Orleans ................... ................................. 159,455,773 144, 981,625 Philadelphia........ ..................------------------------------------------------...... 109,261,436 84,286,440 Boston............ ................. .......................... 96,051,068 76,157,558 Baltimore............................................... .... 89, 988, 505 77, 550, 658 Savannah, Ga ...................................... .... ...... .... 61,695,330 50,900,156 It is difficult to state what the effect of the project has been upon freight rates. The rates on foreign shipments are much less now than they were ten years ago. Cotton, the chief article of export, of which 2,584,019 bales were exported in the past year, now has a rate to Liverpool, Bremen, and Hamburg of 27 to 30 cents per 100 pounds; 10 years ago the rate was 45 to 55 cents. The deep water to the wharves and consequent elimination of lighterage charges, the increased size of the vessels employed, the presence of the tramp steamer that prevents the regular lines from keeping up the rates, and the increased production in the Southwest have all had their effect. For the effect upon coastwise rates, atten- tion is invited to the remarks under that head on the "Improvement of the Texas City channel " (p. 534). The amount estimated as a profitable expenditure in fiscal year end- ing June 30, 1912, will be applied to maintenance and the further widening of the channel. July 1, 1909, balance unexpended______________________________ $225, 778. 15 Amount appropriated by river and harbor act approved June 25, 1910__ ------------------------------------------------ 250, 000. 00 475, 778.15 June 30, 1910, amount expended during fiscal year: For works of improvement _------------------ $37, 652. 28 For maintenance of improvement---------------99, 616. 14 137, 268. 42 July 1, 1910, balance unexpended_ ---------------------------- 338, 509. 73 July 1, 1910, outstanding liabilities ---------------------------- 7, 636. 35 July 1, 1910, balance available ----------------------------- 330, 873. 38 Amount (estimated) required for completion of existing project__ a730, 153. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance---------__ a125, 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 2.) a Exclusive of the balance unexpended July 1, 1910. 534 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Channel from Galveston Harbor to Texas City, Tex.-The nat- ural 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. 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, in- spection, etc. The channel was dredged 100 feet wide on the bottom and 25 feet deep from Texas City wharves to 25 feet of water in Galveston 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. This channel had been redredged three times since the completion of the original channel, the last time being during the present fiscal year, when the entire length of the channel was gone over, at an expenditure of $63,075.72, all of which was for maintenance. The river and harbor act of June 25, 1910, enlarged the project by appropriating $100,000 for maintenance and for dredging within the limits recommended in the report submitted in House Document No. 328, Sixty-first Congress, second session, which contemplates extending the channel so as to connect it with the new slip excavated by the Texas City Terminal Company in front of its new wharf at Texas City. The new channel dimensions are thus 30 feet deep and 200 feet wide, the estimated cost being $410,000. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1910, is $350,774.91, of which $100,774.91 is for maintenance. The proportion of the approved project accomplished up to June 30, 1910, is 25 per cent. The old project depth of 25 feet has been attained several times, but shoaling very soon lessens the depth. The maximum draft that can be carried June 30, 1910, over the shoalest portion is 18.7 feet, but owing to the softness of the silt vessels drawing 21 feet can pass through the channel. The usual variation of water surface is about 14 feet. The tonnage for the port of Texas City, Tex., has been as follows: Foreignexports and Coastwise, domestic: Total. imports. Calendar year. Short Value. alue. Vor Value. tons. tons. tons. 1909................................. 38,799 $3,074,444 141,200 $31,064,000 179,999 $34,138,444 1908.................. ......... 59,072 3,403,960 96,927 18,201,566 155,999 21,605,526 1907................................. 58,245 4,466,173 19,219 2,401,600 77,464 6,867,773 1906..... ..................... .58,258 3,697,757 .............. 58,258 3,697,757 1905.............................. 60,321 5,362,977...60,321 5,362,977 1904 ........................... 36,138 3,745,888 .. 36,138 3,745,888 RIVER AND HARBOR IMPROVEMENTS. 535 The effect of the project on freight rates has been very beneficial owing to the establishment of a new line of steamers from New York to Texas City, thereby breaking up the rate agreement that had existed between the old lines between New York and Galveston. Prior to the establishment of this line in 1908 the rates by the steam- ship lines from New York and points in seaboard territory to points in Texas were the highest figures that ever were in effect, notwith- standing the fact that the deepening of the Galveston Harbor Chan- nel had been continuously going on and at that date the depth was about 30 feet. But since the competing line has been in operation to Texas City those rates have been reduced on an average of 511 per cent and the volume of the business increased over 300 per cent. The amount required for expenditure in fiscal year ending June 30, 1912, will be applied to maintaining the present 25-foot channel and to increasing it to 30 feet as far as possible. July 1, 1909, balance unexpended_ _ ___ ______------- $74, 040. 26 Amount appropriated by river and harbor act approved June 25, 1910_ 100, 000.00 Proceeds of sales of contact prints-------------------------------- .35 174, 040. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement 4, 814. 57 6------------------ July 1, 1910, balance unexpended ------------ 109, 226. 04 Amount (estimated) required for completion of existing project __ a310, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-----------_ a 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 T 3.) 4. Channel to Port Bolivar, Tex.-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 Galveston Harbor to Port Bolivar. This channel extends from the Gulf and Interstate Railway transfer wharf southerly to Bolivar Roads, a distance of 4,275 feet. The contract was completed in October, 1908. A slip and wharf were constructed by the Gulf and Interstate Railway Company and the port was opened for commerce June 14, 1909. The river and harbor act of June 25, 1910, enlarged the project by increasing the dimensions of the channel to 30 feet deep, 200 feet wide, with a turning basin 1,000 feet square, at an estimated cost of $91,080, in accordance with the report submitted in House Document No. 328, Sixty-first Congress, second session. The amount expended on the existing project up to the close of" the fiscal year ending June 30, 1910, is $94,811.50, of which $46,100.75 was applied to maintenance of improvement. During the present fiscal year redredging was done by contract in September and October, and by the government dredge General C. B. Comstock in April; all of which was for maintenance. .The channel had been completed to the dimensions of 25 feet deep and 150 feet wide, and redredged to maintain these dimensions. The a Exclusive of the balance unexpended July 1, 1910. 536 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. maximum draft that can be carried June 30, 1910, at mean low water, over the shoalest part of the locality, is 23 feet. The variation of water surface is 11 feet. The amount (in short tons) of the commerce through this channel in the calendar year 1909 was 81,891, valued at $6,444,318; for the previous year the figures were 50,000 tons and $5,578,705. The two leading commodities are lumber, 22,876 tons, an increase of 15,815 tons, and cotton, 21,336 bales, an increase of 14,000 bales. The project has apparently had no effect upon freight rates on merchandise transported by water. Fort Bolivar is a subport of Galveston Harbor, and this improvement opens up another point from which shipments can be made. As yet vessels can not take a full cargo at this point, and the saving effected by avoiding the trans- fer of the freight to the Galveston wharves is about counterbalanced by the increased cost to the vessel in going to Fort Bolivar. The amount required for expenditure in the fiscal year ending June 30, 1912, will be applied to the maintenance of the 30-foot channel. July 1, 1909, balance unexpended-__ $51, 289. 25 Amount appropriated by river and harbor act ,approved June 25, 1910 ------------------------------------------------------- 91, 080.00 142, 369. 25 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------- _ 46, 100. 75 July 1, 1910, balance unexpended -------------------------------- 96, 268. 50 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ------------------------ a25, 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 4.) 5. Houston ship channel, Texas.-This improvement has formerly been known as the Galveston ship channel and Buffalo Bayou, Texas, but the name was changed by the river and harbor act of June 25, 1910. The work of improving the waterway from deep water in Bolivar Roads to Houston was at first carried on under two different appro- priations, one for ship channel in Galveston Bay and the other for Buffalo Bayou. In their natural state these two waterways had a depth of from 4 to 8 feet. The earlier projects for their improve- ment, 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 character of vessels then navigating these channels. In 1892 the Government purchased the Morgan Cut and Canal, 5.43 miles long, for $92,316.85. In 1900 the two improvements were consolidated under one, Gal- veston ship channel and Buffalo Bayou. In 1897 a report on a 25-foot depth was prepared, and appropria- tions for this depth began in 1900. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 537 The amount expended on original project prior to operations under the 25-foot 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., An- nual 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 700, 000 3---------------------------- Amount available December 1, 1904-------------- -------------- 50,000 Balance required-------------------------------------- 3, 550, 000 The amount expended on the existing project up to the close of the fiscal year ending June 30, 1910, was $2,157,242.51, of which $263,046.55 was for maintenance; the portion derived from miscel- laneous sources such as sales, etc., is $37.22. During the year the dredging to complete the easing of the bend at mile 221 was completed, this being new work. The balance of the work was for maintenance and consisted in snagging between Har- risburg and Houston and in rebuilding a portion of the dike in the upper part of Galveston Bay. The river and harbor act of June 25, 1910, placed the work under continuing contract appropriations, the total authorization, includ- ing an appropriation of $300,000 made in the act, being $2,500,000, providing- That the sum of one million two hundred and fifty thousand dollars, being one-half of the amounts herein appropriated and authorized to be appropriated, shall be furnished for the work by the " Harris County Houston Ship Channel Navigation District," a local organization created and existing under and by virtue of the laws of the State of Texas; and no part of the appropriation herein made shall be available for expenditure, and no contract shall be entered into under the foregoing authorization, until the Secretary of War shall be satisfied that the said navigation district has made provision for furnishing the whole of said sum of one million two hundred and fifty thousand dollars, and has placed to his credit, and subject to his order in a United States depository to be designated by him, three hundred thousand dollars thereof, and has satisfied, him that the remainder of said sum will be deposited, in like manner, from time to time, as appropriations for the work may be made by Congress, and in amounts equal to those so appropriated: Provided further, That any con- tract entered into by the Secretary of War under the foregoing authorization shall specifically provide for the completion of the project, and that not more than one-half of the consideration agreed upon shall be furnished and paid by the United States. The balance of the authorization remaining to be appropriated by the Government is $950,000. The proportion of the approved project completed up to June 30, 1910, is about 50 per cent. The entire channel has been dredged to a 538 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. depth of 18 feet, but, owing to shoaling, the maximum draft that can be carried June 30, 1910, at mean low tide, is, from Bolivar Channel to Red Fish, 9 feet; thence to Morgans Point, 10.7 feet; thence to the turning basin, 14 feet; thence to foot of Main street, Houston, 6 feet. 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 total length of the improved channel is 57 miles, 50 miles to the turning basin, and 7 miles farther to Houston. The amount and value of the commerce transported is as follows: Year. Short tons. Value. Calendar year- 1909..................................................................... 1,214,904 $36,097,560 1908.... ............................................................. 602,734 28,318,621 1907................................................................. 452,463 24,466,730 1906........................ ................................. ........ 132,108 No value. 1905.. ......... .................... 104,907 12,544,323 Fiscal year- 1904-5.................................................................. ....... 106,135 17,225,993 1903-4.. .. ........................................................... 111,840 18,350,133 1902-3... ............................................................ 109,704 15,812,632 1901-2................................................................... 141,130 21,038,677 1900-1901............................................................ 154,459 19,630,640 The bulk of the tonnage is cotton, amounting last calendar year to 396,200 bales, valued at $26,753,000, which is carried on barges to Galveston and there loaded on vessels. 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. As compliance with the conditions of the act of June 25, 1910, will necessarily involve some delay in commencing work, it is believed that the $300,000 already appropriated, together with the like sum to be raised by local interests, will provide for all actual expenditures required during the fiscal year 1912. July 1, 1909, balance unexpended________ __________________ _ $184, 943. 66 Amount appropriated by river and harbor act approved June 25, 1910 ___________________________--_--- 300,000.00 .17. Proceeds of sales of contact prints_________________-____ 00 484, 960. 66 June 30, 1910, amount expended during fiscal year: For works of improvement___________________ $40, 379.43 For maintenance of improvement-_______-__ _ 34, 194. 45 -- 74, 573. 88 July 1, 1910, balance unexpended_______-------------------- 410, 386. 78 July 1, 1910, outstanding liabilities-____________---_____-___ 17, 068. 95 July 1, 1910, balance available _____________----------------393, 317. 83 July 1, 1910, amount covered by uncompleted contracts --------- 28, 375. 08 Amount (estimated) required for completion of existing project_ a 2, 200, 000. 00 (See Appendix T 5.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 539 6. 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 $390. July 1, 1909, balance unexpended --------------------------------- $390. 00 June 30, 1910, amount expended during fiscal year, for works of improve- ment ----------------------------------- ---------------------- 390. 00 (See Appendix T 6.) 7. West Galveston Bay channel, Turtle Bayou, Trinity River, Anahuac channel, Oyster Creek, Cedar, Chocolate, and Bastrop bayous, Texas, including mouths of adjacent streams.-This project has embraced the improvement of the following localities: West Gal- veston Bay, the Galveston and Brazos Canal, Hanna Reef (East Bay Bayou), Double Bayou, Anahuac channel, mouth of Trinity River, Turtle Bayou, Cedar Bayou, Clear Creek, Dickinson Bayou, Choco- late Bayou, Bastrop Bayou, Oyster Creek. (Annual Report Chief of Engineers, 1900, p. 2438, et seq.) Prior to March 3, 1899, 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; Chocolate and Bastrop bayous, which were added by the act of March 2, 1907; and Turtle Bayou and Oyster Creek, which were added by the act of June 25, 1910. 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. 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, allotments for these works under this appropriation have ceased. 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 steamers and barges to the coast country of Texas. The estimated cost of the modified project has been given in pre- vious reports as $248,646.34; but as works originally embraced in this project have been transferred to other appropriations and new works have been added for which no estimate of costs have been made there is no estimated cost for the entire project. All the channels called for, except the two added by the river and harbor act of 1910, have been completed, but maintenance is regularly required. The amount expended on these improvements under present project to June 30, 1910, has been as follows: Channel across Hanna reef ------------ $2, 476. 02 Double Bayou ------------------------------------ ----------- 15, 282. 21 Anahuac channel---------------------------------------------13, 893. 29 Mouth of Trinity River----------------------------------- 9, 675. 10 Cedar Bayou ----------------------------------------- 16, 666. 99 Clear Creek ----------------------------------------------- 14, 297. 95 Dickinson Bayou--- ------------------------------ 12, 110. 40 Bastrop Bayou ------------------------------------------ 17, 730. 29 540 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Chocolate Bayou---------------------------------------------- $7, 273. 04 Dredge Gen. H. M. Robert--------------------------------------67, 992. 51 Dredge Capt. C. W. Howell------------------------------------- 15, 000. 00 Total -------------------------------------------------- 192, 397. 80 Of this amount $46,412.80 was applied to maintenance of improve- ment, and $116.43 has been derived from miscellaneous sources, such as sales, etc. By authority of river and harbor act of March 3, 1899, a pipe-line hydraulic dredge was constructed for the improvement of these streams, at a cost of $67,992.51. This dredge (Gen. H. M. Robert) was burned April 18, 1909, and the dredging has since been carried on by the dredge Capt. C. W. Howell. More and larger boats, especially power boats with schooner hulls, have been built to utilize the improvement. Most of the points reached are settlements not on railroads, and. the improvements are of great importance to their commercial life. 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 amount required for expenditure in the fiscal year ending June 30, 1912, in dredging and snagging for main- tenance of the channels now under improvement. (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 2 feet at mean low tide. Amount expended on work of existing project up to the close of the fiscal year ending June 30, 1910, was $2,476.02. During the year the dredging of the channel, 962 feet long, across the shell reef was completed; the bottom width was 40 feet and depth 5 feet. This is new work. Maximum draft that can be carried June 30, 1910, is about 3.6 feet at mean low tide. Variation of water surface, about 1 foot. No commercial statistics have been obtained. July 1, 1909, balance unexpended ____ $1, 984.83 Amount allotted from appropriation made by river and harbor act approved June 25, 1910_---------------------------------------- 2, 000. 00 3, 984. 83 June 30, 1910, amount expended during fiscal year: For works of improvement_- $1, 778. 94 Transferred to Bastrop Bayou, Texas- -- 205. 89 1, 984. 83 July 1, 1910, balance unexpended-_____ _ 2, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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) 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, 1910, was $15,282.21, of which a See consolidated money statement on page 547. RIVER AND HARBOR IMPROVEMENTS. 541 $8,329.01 was applied to maintenance, exclusive of $2,711.40 deposited by private parties. This expenditure has resulted in the excavation and maintenance of a channel 6,450 feet long, 60 to 80 feet wide, and from 5 to 7 feet deep across the bar and into the bayou. No work was done during the year. The expenditure reported was for payment of outstanding liabilities incurred. Maximum draft that can be carried June 30, 1910, at mean low water is 3.9 feet. The variation of water surface is about one-half foot. This bayou within a half mile of its mouth divides into east and west branches, the east branch being navigable for 12 miles and west branch for 8 miles from mouth, making a total of 192 miles. Although considerable traffic is carried on, no commercial statistics could be obtained, owing to the absence from the country of the per- son who usually supplies the information. July 1, 1909, balance unexpended_____________________________ _ $2, 355. 16 Amount allotted from appropriation made by river and harbor act approved June 25, 1910--______________________________ _ 5, 000. 00 7, 355. 16 June 30, 1910, amount expended during fiscal year: Transferred to Bastrop Bayou, Texas_____________ $266. 94 For maintenance of improvement------------------2, 088. 22 2, 355. 16 July 1, 1910, balance unexpended______---------- ----- __-___ 5, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement r v m (a) n.-------------------------- 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) 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, 1910, was $13,893.29, of which $7,918.28 was for maintenance of channel. The expenditure has 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. During the year the channel has been redredged for a distance of 7,300 feet, the work being for maintenance. ,Maximum draft that can be carried June 30, 1910, at mean low tide is 7 feet. This channel is navigable for 3 miles from the 6-foot contour in Galveston Bay to Anahuac. Variation of water surface is about one-half foot. The commerce carried through Browns Pass at the mouth of Trinity River (see section (d) of report on this improvement) is carried through this channel. For the calendar year 1909 the total amount was 42,436 short tons, valued at $818,734. Rice, the main agricultural product, and lumber are the principal items. The chan- nel is used by the United States mail boat, and, as there is no railroad communication with the adjacent country, all produce and supplies pass through this channel. a See consolidated money statement on page 547. 542 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended__-_________________________ $4,000. 00 Amount allotted from appropriation made by river and harbor act approved June 25, 1910__________________________------_ 5, 000. 00 9, 000. 00 June 30, 1910, amount expended during fiscal year: Transferred to mouth of Trinity River, Texas ______ $451. 21 For maintenance of improvement___________________ 1, 793. 29 2, 244. 50 July 1, 1910, balance unexpended_________________ __________ 6, 755. 50 July 1, 1910, outstanding liabilities ------- 114. 50 July 1, 1910, balance available_ ------------------------------- 6, 641.00 Amount required for expenditure in fiscal year ending June 30, 1912, 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) 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, 1875, 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 32 feet, and at present Browns Pass lead- ing to the Anahuac channel is the one used and under improvement. Amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $9,675.10, of which $6,034.66 was applied to maintenance. During the present year the channel was twice redredged and a log jam in the pass was removed; all being for maintenance. Under present project a channel 80 feet wide and 6 feet deep has been dredged a distance of 1,800 feet. Maximum draft that can be carried June 30, 1910, at mean low water, 7 feet. Variation of water surface is about one-half foot. During the calendar year 1909 commerce to the amount of 34,311 short tons, valued at $469,484, passed through this channel. July 1, 1909. balance unexpended ------------------- $1, 000. 00 Transferred from Chocolate Bayou, Texas_ _-- _ 2, 139. 18 Amount allotted from appropriation made by river and harbor act approved June 25, 1910----------------------------------- 1, 500. 00 Transferred from Anahuac channel, Texas_ --------- 451. 21 5, 090. 39 June 30, 1910, amount expended during fiscal year, for maintenance of improvement______----------------------------------------- 1,038. 92 July 1, 1910, balance unexpended_--------------------------- 4, 051. 47 July 1, 1910, outstanding liabilities__--------------------------- 2, 551. 47 July 1, 1910, balance available-------------------- ---------- 1, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. a See consolidated money statement on page 547. RIVER AND HARBOR IMPROVEMENTS. 543 (e) Turtle Bayou.-This work was added to the project by the river and harbor act of June 25, 1910. It is proposed to apply the money allotted to this work ($10,000) from the consolidated appro- priation of $50,000 made by the said act in securing and maintaining a 5-foot channel in the entrance to the bayou by the use of the government dredge. Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ____________- _______ -______10, 000. 00 July 1, 1910, balance unexpended ----------------------------- 10, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance-________- (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) 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 28 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 protecting 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'no work was done; a portion of the repairs to the dredge Capt. C. W. Howell was charged against this allot- ment. Amount expended on existing project to close of fiscal year ending June 30, 1910, was $16,666.99, of which $9,729.84 was applied to maintenance. Maximum draft that can be carried June 30, 1910, 5 feet. This stream is navigable to Needle Point, head of navigation, a distance of 20 miles from the mouth. The rise and fall of tide is about one-half foot, except during freshets. It has been impossible to obtain the commercial statistics of the effect of this improvement. One boatman reports taking out 3,600 short tons brick, valued at $16,200, during the calendar year 1909. Rice and other agricultural products, together with supplies for the adja- cent community, are carried through this channel, there being no railroad facilities within convenient distance. a See consolidated money statement on page 547. 544 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended---------- ------------------ $4, 939. 29 Amount allotted for appropriation made by river and harbor act approved June 25, 1910--- --------- --------- --------- 3, 500. 00 8, 439. 29 June 30, 1910, amount expended during fiscal year: Transferred to Bastrop Bayou, Texas--------------$218. 53 For maintenance of improvement ----------------- 4, 720. 76 4, 939. 29 July 1, 1910, balance unexpended----------------------------- 3, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (g) Clear Creek.-Clear Creek empties into Galveston upper bay from the west. It was obstructed at its mouth by a narrow sand bar, on which the depth did not exceed 2 feet. For a distance of 2 miles about the mouth the ruling depth is 8 feet. It then broadens into a lake 3 miles long and 1l miles wide, having, before improvement, an average depth of 1i feet. Above the lake the prevailing depth is from 8 to 12 feet. Private parties have at various times dredged through the bar at the mouth into Galveston Bay, and during 1907-8 the U. S. dredge Captain C. W. Howell dredged a channel 22,847 feet long, 40 feet wide, and from 4 to 6 feet deep. Amount expended on existing project to close of fiscal year ending June 30, 1910, was $14,297.95, of which $7 was applied to main- tenance. During the present fiscal year the channel was snagged between the Davis Bridge and Friendswood Bridge, a distance of 7. miles, this being new work. The maximum draft that can be carried June 30, 1910, at mean low tide across the bar in Galvestbon Bay at the mouth of Clear Creek is 5 feet, and across Clear Lake 3 feet. This stream is navigable to Friendswood, at the head of navigation, a distance of 20 miles. Variation of water surface is about one-half foot. No commercial statistics have been obtained. July 1, 1909, balance unexpended --------------------------- $3, 993.00 Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ---------------------------- - -- 6, 000. 00 9, 993. 00 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------------------------------- 3, 800. 79 July 1, 1910, balance unexpended 6,192. 21 6,-------------------------- July 1, 1910, outstanding liabilities-------------------------------- .21 July 1, 1910, balance available ---------------------------- 6, 192. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement--------------------------- () 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 547. RIVER AND HARBOR IMPROVEMENTS. 545 (h) 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 2 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 distance of 25 miles from its mouth. A channel from 6 to 6 feet deep and about 60 feet wide over a distance of 19,100 feet through the shoal water of the bay and to deep water in the bayou had been dredged. Amount expended on existing project to close of fiscal year ending June 30, 1910, was $12,110.40, of which $5,823.12 was applied to maintenance. No work was done during the year, the expenditure reported being for office expenses. The maximum draft that can be carried June 30, 1910, at mean low tide over the bar is 4.3 feet. This stream is navigable 10 miles from mouth to Galveston, Houston and Henderson Railway bridge for tugs and schooners. The same class of vessels could navigate to a point 25 miles from the mouth on removal of county and railway bridges. Variation of water surface is 1 foot. The commerce passing through this channel was for the calendar year 1909, 3,957 short tons, valued at $10,945. July 1, 1909, balance unexpended------------------------------$23. 66 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910--- -------------------------------- 5, 000. 00 5, 023. 66 June 30, 1910, amount expended during fiscal year: For works of improvement-------------------------$4.95 Transferred to Bastrop Bayou, Texas-----------------18. 71 23.66 July 1, 1910, balance unexpended -------------- 5, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (i) 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 shoals of a total length of about 3 miles with a depth of 2 feet. The stream can be navigated for a distance of 20 miles from its mouth. 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 1907 the U. S. dredge Captain C. W. Howell cut a channel 18,765 feet long, 40 feet wide, and 4 to 5 feet deep up the bayou be- yond three small shoals obstructing navigation. a See consolidated money statement on page 547. 56932o-ENG 1910---35 546 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount expended on work of existing project to close of fiscal year ending June 30, 1910, was $17,730.29, of which about $7,810.07 was for maintenance. During the present fiscal year a channel 32,411 feet long was dug, 45 feet wide, between the 6-foot depth in Bastrop Bay and the 5-foot depth in Bastrop Bayou; a portion of the dredging consisted in going over previous work, and hence was for maintenance; the remainder being on extension of the channel, and hence new work. The maximum draft that can be carried June 30, 1910, at mean low tide over the shoalest part of the locality is 4.8 feet. Variation of water surface, 1 foot. No commercial statistics have been obtained. Owing to the large expenditure involved in keeping the channel open and the little use made of it, the locality is not regarded worthy of improvement. July 1, 1909, balance unexpended-___________ _ $4, 000. 00 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910___---- ------- ______________ 1, 000. 00 2, 000. 00 Unallotted balance from act March 3, 1909_________________________ Transferred from Double Bayou, Texas__________________ ______--266. 94 Transferred from Cedar Bayou, Texas_________________________- 218. 53 Transferred from Chocolate Bayou, Texas --- ___ 1, 100. 00 Transferred from Dickinson Bayou, Texas_________________________ 18. 71 Transferred from Hannas reef, Texas_-_______________________-__ 205. 89 8, 810. 07 June 30, 1910, amount expended during fiscal year, for maintenance of improvement____ _ _-- ----- -- ----- 7, 810. 07 July 1, 1910, balance unexpended --------------------------------- 1, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (j) 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, 1910, was $7,273.04, of which $760.82 was applied to maintenance. A channel had been dredged 21,000 feet long from 5 feet of water in West Galveston Bay to 5 feet of water in Chocolate Bayou. No work was done during the fiscal year beyond examining the bayou and establishing bench marks. The maximum draft that can be carried June 30, 1910, at mean low tide over the shoalest part of the locality is 4 feet. Variation of water surface, 1 foot. This channel is used regularly by light-draft vessels a distance of 24 miles from its mouth to Liverpool. It is also navigable for 15 miles beyond Liverpool and navigation could be extended farther were it not for the overhanging trees along the banks. No commercial statistics have been obtained. a See consolidated money statement on page 547. RIVER AND HARBOR IMPROVEMENTS. 547 July 1, 1909, balance unexpended _____________________________ $3, 970. 18 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910_-_________-- -______--_ 1, 000. 00 4, 970. 18 Transferred to Bastrop Bayou, Texas _______________ _ $1, 100. 00 Transferred to mouth of Trinity River, Texas- ____---_ 2, 139. 18 3, 239. 18 1, 731. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__ ------------------------------------------ 731. 00 July 1, 1910, balance unexpended_________________________________ 1, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (k) Oyster Creek.-This work was added to the project by the river and harbor act of June 25, 1910, and it is proposed to apply the money allotted to this work ($10,000) from the consolidated appropriation of $50,000, made by the act mentioned, in securing, by dredging with Government plant, a channel 5 feet deep in the creek. Amount allotted from appropriation made by river and harbor act approved June 25, 1910-------------------------------------- $10,000.00 July 1, 1910, balance unexpended___-----____-________ _ 10, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance- - (d) 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, 1909, balance unexpended ----------------------------- $28, 277.91 Amount appropriated by river and harbor act approved June 25, 1910_------------------------------------------------------- 50, 000. 00 78, 277. 91 June 30, 1910, amount expended during fiscal year: For works of improvement________________________ $5, 584. 68 For maintenance of improvement ______________ _ 18, 182. 26 23, 766. 94 July 1, 1910, balance unexpended__________________________ ___ 54, 510. 97 July 1, 1910, outstanding liabilities______________________________ 2, 666. 18 July 1, 1910, balance available_______________________________ 51, 844. 79 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance _......... b 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. (1) Channel in West Galveston Bay.-See Inland waterway on the coast of Texas. (m) Galveston and Brazos River Canal.-See Inland waterway on the coast of Texas. (See Appendix T 7.) a See consolidated money statement on this page. b Exclusive of the balance unexpended July 1, 1910. 548 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. 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, all of which has since been appropriated. In addition, $182,000 has been appropriated for maintenance. 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 river and harbor act of June 25, 1910, appropriated $200,000 toward the construction of the section of the waterway between Brazos River and Matagorda Bay, in accordance with the report printed in Rivers and Harbors Committee Document No. 3, Sixty- first Congress, second session. The estimated cost of the entire sec- tion, 5 feet depth and 40 feet width, is $400,000. With the comple- tion of this section the entire waterway between Galveston and Cor- pus Christi, a distance of 200 miles, will be opened up. 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 lagoons 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. The amount expended under this appropriation to June 30, 1910, has been as follows: West Galveston Bay and Brazos River Canal-------------------- $174, 499.42 Aransas Pass to Pass Cavallo -------------------------------- 55, 604. 56 Guadalupe River---- -------------------------------------- 120, 818. 43 Turtle Cove channel-------------------- 122, 552. 14 Total-_------------------------------------------------- 473, 474. 55 Of this amount $46,595.18 has been for maintenance and $2,298.02 has been derived from miscellaneous sources, such as sales, etc. The projected channels have been obtained, except the river channel from Victoria to the mouth of the Guadalupe River. More and larger 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. (a) West Galveston Bay and Brazos River Canal.-Previousto 1908 these channels were carried under another appropriation-viz., "West Galveston Bay channel, Texas, and mouths of adjacent streams, etc." West Galveston 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 west- ern extremity of Galveston Island and with the Brazos River by the Galveston and Brazos Canal. The minimum depth of the bay was from 21 to 3 feet. The former project adopted July 13, 1892, and modified in 1896, contemplated 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 3) feet deep from Galveston Bay to the Galveston and Brazos River Canal. RIVER AND HARBOR IMPROVEMENTS. 549 Beacons were also erected to define the channel. The channel sub- sequently shoaled to 18 inches in places. Amount expended, including maintenance, to close of the fiscal year ending June 30, 1907, was $35,059.69. Galveston 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. Previous to June 30, 1907, the canal had been dredged for practi- cally its entire length to a depth of 3 feet at mean low tide and width of from 35 to 40 feet. The bank had been reinforced at various points by brush. The amount expended by the United States on the canal up to the close of the fiscal year ending June 30, 1907, was $67,307.66, of which $30,000 was for purchase of canal and $3,203.97 was applied to maintenance. The existing project, combining this channel and West Galveston Bay channel under one appropriation, 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. For report of examination upon which this project is based, see House Document No. 640, Fifty-ninth Congress, second session. The amount expended on existing project to close of fiscal year ending June 30, 1910, was $174,499.42, of which $40,007.88 was for maintenance of the improvement. Of this amount $2,283.12 was derived from miscellaneous sources, such as sales, etc. During the year the channel in West Galveston Bay was dredged to the prescribed dimensions between miles 1- and 114, completing the channel in the bay; this being new work. The government dredge redredged in restoring the channel between miles 21 and 32 , and miles 192 to 21; this being for maintenance. The project has been completed in that the projected depths have been attained, but maintenance is regularly required. The variation of water surface is about 1 foot, except at times of Brazos River over- flows and northers. The maximum draft that can be carried June 30, 1910, over the shoalest part of the locality is 5 feet. The length of the channel is 36 miles; 21 miles in West Galveston Bay, and 15 miles thence to the Brazos River. During the calendar year 1909, 2,732 short tons of fuel oil, valued at $21,156, were carried through West Galveston Bay. The channel is also used by small fishing and vegetable boats, from which no sta- tistics could be obtained. 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 1909, 5,434 vessels used the waters of West Galveston Bay. At present no boats appear to be using the portion of the channel between the bay and Brazos River. 550 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended $------------------ Sale of hull and machinery of dredge Robert---------------------1, 780. 38 61, 428. 83 June 30, 1910, amount expended during fiscal year: For works of improvement----------------------$30, 108. 25 For maintenance of improvement-----------------20, 007. 88 50, 116. 13 July 1, 1910, balance unexpended-------------------------------11, 312. 70 July 1, 1910, outstanding liabilities------------------------------ 250. 00 July 1, 1910, balance available--------------------------------- 11, 062. 70 (b) Channel between Brazos River and MatagordaBay.-This sec- tion of the waterway extends from the Brazos River, at the termina- tion of the Galveston and Brazos River Canal, to 5 feet of water in . Matagorda Bay, a distance of 32 miles. The line lies parallel to the coast line of the Gulf of Mexico, distant therefrom half a mile to a mile and a half. The land along the route is generally marshy with numerous shallow bayous, lakes, and ponds, and the elevations along the line do not exceed 5 feet above mean low tide. Of the total length of 32 miles, 242 miles are overland. The project as adopted by the river and harbor act of June 25, 1910, contemplates a channel 5 feet deep and 40 feet wide, at a cost of $400,000, with $15,000 annually for maintenance. No work has been done and no expenditures have been made. Pending acquisition of land for right of way and perfection of plans and estimates for the work no estimate for further appropria- tion is submitted at this time. It is recommended that when further provision is made for this improvement it be by a single cash ap- propriation or continuing-contract authorization for its completion. Report of examination on which the project is based is printed in Rivers and Harbors Committee Document No. 3, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ------------------ ---------------------------------- $200, 000.00 July 1, 1910, balance unexpended------------------------------200, 000. 00 Amount (estimated) required for completion of existing project___ a200, 000. 00 (c) 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 Indianola and Corpus Christi. In 1875 vessels drawing not over 3 feet could navi- gate the channel. The project, as adopted by the river and harbor 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. The contract for dredging this channel was completed during the year. Amount expended on existing project to close of fiscal year ending June 30, 1910, $55,604.56, of which $6,587.30 was for maintenance. During the present fiscal year the dredging of the projected channel was completed, and shoaling having occurred at Mesquit Bay, it was a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 551 redredged to a depth of 6 feet for a distance of 12,100 feet, this being for maintenance. The maximum draft that can be carried at mean low tide over the shoalest part of the proposed route is 4 feet. Variation of water surface, about three-fourths of a foot. Commercial statistics for the calendar year 1909 show a tonnage (in short tons) of 3,240, valued at $63,625. This is the first time sta- tistics have been collected. The improvement has had no effect upon freight rates. Report of examination is printed in House Document No. 336, Fifty-ninth Congress, second session. House Document No. 640, same session, shows a reduction in the estimated cost. July 1, 1909, balance unexpended______________________________ $60, 488. 14 June 30, 1910, amount expended during fiscal year: For works of improvement ----------------------- $3, 654. 45 For maintenance of improvement--.. _______ __ 6, 587. 30 10, 241. 75 July 1, 1910, balance unexpended .______________ ________ 50, 246. 39 July 1, 1910, outstanding liabilities____________________ ___ _ 30. 00 July 1, 1910, balance available ___________________ 50, 216. 39 (d) Guadalupe River, bay section.-This channel connects the mouth of the Guadalupe River with the channel from Aranses Pass to Pass Cavallo. For the first 8 miles there was 6 feet of water, shoaling 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. During the year the dredging of the proposed channel for a dis- tance of 15 miles was completed, the above being new work. 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 over- hanging 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. During the year snagging and dredging has been carried on by government plant; the river has been cleared for a length of 12 miles below Victoria and dredging has begun on shoals just below that city, all of which was new work. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, is $120,818.43. All the money called for by the original project has been appropriated, and in addition $50,000 has been allotted for maintenance. A combina- tion dredge and snag boat, Guadalupe, has been built at an approxi- mate cost of $40,000. The work thus far accomplished has been the opening up of the section of the river just below Victoria, over which it is intended to move sugar cane and other products this season. There can be no 552 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. traffic over the entire stretch under improvement until it has been thoroughly snagged. The commerce for the calendar year 1909 amounted to 1,907 short tons, valued at $169,330. The project has had no effect on freight rates. Report of examination and survey is printed in House Document No. 336, Fifty-ninth Congress, second session. July 1, 1909, balance unexpended------ ------------------------ $74,441.95 Amount appropriated by river and harbor act approved June 25, 1910_ 50, 000. 00 124, 441.95 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------------ 52, 559. 83 July 1, 1910, balance unexpended-------------------------------71, 882. 12 July 1, 1910, outstanding liabilities------------------------------1, 932. 20 July 1, 1910, balance available---------------------------------- 69, 949. 92 (e) 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 1 feet below mean low tide. Variation of water surface is about 1 foot. The project adopted by river and harbor act of March 2, 1907, contemplates a channel 81 feet deep at mean low tide and 75 feet wide at the bottom, at a cost of $123,750 and was completed in fiscal year 1909. The river and harbor act of June 25, 1910, extended the project to the obtaining of a 12-foot channel between Aransas Pass and Corpus Christi for $157,900, according to report in House Document No. 678, Sixty-first Congress, second session. Report on this new project will be found on page 557 of this report. Amount expended on existing project to close of fiscal year end- ing June 30, 1910, was $122,552.14. No work was done during the year; the expenditure was for exami- nation and survey. The 82-foot project depth had been secured but shoaling had re- duced it so that the maximum draft that could be carried over the shoalest portion on June 30, 1910, was 6 feet. The variation of water surface is about 1 foot. The amount of commerce carried through the channel is the same carried through Aransas Pass channel (see p. 556 of this report), 4,649 short tons, valued at $1,092,892. The project has had no permanent effect on freight rates. For reports of surveys, see House Documents No. 338, Fifty-ninth Congress, second session, and No. 678, Sixty-first Congress, second session. July 1, 1909, balance unexpended------------------------_ ------- $11, 655. 51 Proceeds of sales of contact prints_ _ ----------- .25 11, 655. 76 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------- 444. 50 July 1, 1910, balance unexpended--------------_ 11, 211.26 July 1, 1910, amount covered by uncompleted contracts-.......... 4. 080. 00 RIVER AND HARBOR IMPROVEMENTS. 553 UNALLOTTED. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ $50, 000. 00 July 1, 1910, balance unexpended ___________________ -- 50, 000. 00 CONSOLIDATED. July 1, 1909, balance unexpended_____________________________ $206, 234.05 Proceeds of sales of contact prints______________________________ .25 Amount appropriated by river and harbor act approved June 25, 1910 ___-_________________________ _ 250,000. 00 Proceeds of sale of hull and machinery of dredge Robert---------- 1, 780. 38 458, 014. 68 June 30, 1910, amount expended during fiscal year: For works of improvement______________________ $86, 767.03 For maintenance of improvement ________________ 26, 595. 18 113, 362. 21 July 1, 1910, balance unexpended _____________________________ 344, 652. 47 July 1, 1910, outstanding liabilities___________________________ 2,212. 54 July 1, 1910, balance available_______________________________ 342, 439. 93 July 1, 1910, amount covered by uncompleted contracts- - 4, 080. 00 Amount (estimated) required for completion of existing project___ a200, 000. 00 (See Appendix T 8.) 9. Operating and care of West Galveston Bay and Brazos River Canal, Texas.--A boom tender was stationed during the year to tend the boom at the entrance to the canal into the Brazos River. July 1, 1909, balance unexpended______________________________ $130. 00 Amount allotted June 23, 1910_ 120. 00 250. 00 June 30, 1910, amount expended during fiscal year, for works of im- provement __________________________________-_ 130. 00 July 1, 1910, balance unexpended--_------------- 120. 00 (See Appendix T 9.) 10. 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 2 to 3 feet), being subject to changes due to winds, tides, and stages of water. The 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, and an additional sum of $5,000 for a board of engineers to ascertain character and value of improvements made by the Brazos River Channel and Dock Company. After suspension of work by the United States the improvement of the mouth of this river was undertaken by the Brazos River Channel and Dock Company, which constructed two parallel jetties 560 feet apart. The northeast jetty was extended 4,708 feet long and the southwest 5,018 feet. In 1899 this company complied with a Exclusive of the balance unexpended July 1, 1910. 554 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 privileges 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. For report of the Board of Engineers on character and value of the improvements made by the company, see Report of the Chief of Engineers, 1897, page 1815. The existing project, approved July 11, 1899, 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 Sep- tember 8, 1900. The project is completed except for dredging neces- sary to obtain and maintain the channel. As the result of an examination authorized by the river and harbor act approved March 2, 1907, the Board of Engineers for Rivers and Harbors arrived at the conclusion that for the present no further improvements should be made at the mouth of the Brazos River and that work under the existing project should be confined to the main- tenance of the jetties, and this opinion is concurred in by the Chief of Engineers. (See H. Doc. No. 1087, 60th Cong., 2d sess.) It is proposed, therefore, to apply the balance available to main- tenance of the jetties. The amount expended on the work of existing project up to close of fiscal year ending June 30, 1910, was $307,916.72. The portion derived from miscellaneous sources, such as sales, etc., is $8.82. "The expenditures during the year were for making a survey between Big Bend and the mouth of the river, where the river threatens to break through into Jupiter Cut. The latest information shows a minimum depth on the bar of 16 feet at mean low tide. The length of the improved section is 62 miles. Mean range of tide, 1.77 feet. So far as known the only vessels using this channel are fishing schooners, from whom no statement of tonnage carried could be obtained. So far this improvement has had little or no effect on freight rates. Inasmuch as no advantage is taken of the improvement this locality is not regarded as worthy of further improvement. July 1, 1909, balance unexpended $17, 430. 68 June 30, 1910, amount expended during fiscal year, for works of improvement_------------------------------------------------- , 187. 01 July 1, 1910, balance unexpended-------------------------------- 16, 243. 67 (See Appendix T 10.) 11. Channel from Pass Cavallo to Port Lavaca, Texas.-The river and harbor act of June 25, 1910, appropriated $10,000 for the im- provement of this channel, as provided in House Document No. 1082, Sixtieth Congress, second session, which contemplates securing a channel 7 feet deep and 80 feet wide to Port Lavaca, at an estimated cost of $10,000, with an annual expenditure for maintenance of about $2,500. No work has as yet been done. Amount appropriated by river and harbor act approved June 25, 1910________---------------------------__ _ _ __-__$10, 000.00 July 1, 1910, balance unexpended_________ _____________ 10,000.00 (See Appendix T 11.) RIVER AND HARBOR IMPROVEMENTS. 555 12. Aransas Pass, Texas.-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 into 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 the Mesquite, St. Charles, and Copano bays on the other. The depth over Aransas bar has varied greatly-from 9 feet in 1852, 91 feet in 1871, 7 feet in 1875, to 8 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 the original and the modified government project prior to operations under the Aransas Pass Harbor Com- pany's project was $540,477.65, exclusive of $9,938.93 subscribed by the citizens of Rockport and Corpus Christi, Tex., and $5,000 appro- priated for Board of Engineers to ascertain character and value of improvements of Aransas Pass Harbor Company. The last appropriation had been expended in accordance 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. 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 by Congress, including the jetty constructed at the entrance of the Pass. The United States Government thereupon undertook again the improvement, the work being confined by the acts of Congress of June 13, 1902, and March 3, 1905, to the completion of the north jetty in accordance with the design and specifications of the Aransas Pass Harbor Company and to such additional work as should be necessary for strengthening the jetty and removing obstructions in the channel. Work was completed in accordance with the above-mentioned speci- fications June 11, 1906, at a cost to the Government of $546,703.10, but after the completion of the north jetty, the channel became steadily worse, approaching dangerously near the jetty, and- finally a secondary channel, 600 feet wide and 6 feet deep, broke through the gap between jetty and shore with the result that for all practical purposes the channel was on the north side of the jetty instead of the south side, as intended by the plan adopted by the Aransas Pass Harbor Company. The project adopted by the river and harbor act of March 2, 1907, provided for improvement in accordance with plans sub- mitted by the Board of Engineers for Rivers and Harbors in its report of December 22, 1906, printed in Rivers and Harbors Committee Document No. 5, Fifty-ninth Congress, second session. This project provided, in the main, for a south jetty parallel to the general direc- tion of the existing jetty and the extension shoreward of the north 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, was $1,288,699.50. 556 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. At the close of the present fiscal year a total of $1,157,500 had been appropriated, the last appropriation ($21.7,500) having been made by the river and harbor act of June 25, 1910, for completing the improvement in accordance with the report submitted in House Docu- ment No. 639, Sixty-first Congress, second session, by securing a channel depth of 20 feet, repairs to the north jetty, the removal of the old jetties, the removal of the steamship Mary, and dredging, at an estimated cost for this work of $277,500. The project of 1907 had been extended by these appropriations to repairing the north jetty, dredging, and removing obstructions in the channel; and had been diminished by omitting the seaward extension of 1,750 feet of the jetties. The cost of the revised project is now $1,157,500. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $590,186.72; of such amount $96,860.61 was applied to maintenance of improvement. From miscellaneous sources, such as sales, etc., $12.35 was derived. During the year the following work was accomplished: The south jetty was extended from station 31+53 to station 65+02, a distance of 3,349 feet, completing the jetty to elevation of 5 feet above mean low water to station 56+35; a spur 1,000 feet long was built at the inshore end of the south jetty, at a right angle to its direction and extending into the sand hills to prevent the cutting of a channel around the shore end of the jetty. All this is new work. The north jetty was repaired from station 36+91 to station 68+41, a distance of 3,150 feet, bringing the crest to an elevation of 5 feet above mean low water. This work was for maintenance. The north jetty now extends from the west side of St. Josephs Island across the island and the gap to the old north jetty; its total length is 9,241 feet. The proportion of the approved project accomplished to June 30, 1910, is 82 per cent. The latest survey shows a slow but steady im- provement. The 181-foot pool at the gorge is now separated from the 18-foot pool along the north jetty by a distance of 350 feet on which the least depth is 17 feet. This latter pool extends through to the Gulf, though at the end of the north jetty its width is only 150 feet. The maximum draft that can be carried at this date the entire length of the improvement is about 15 feet. The width of the 12-foot chan- nel is 300 feet. The usual variation of water surface is 1.1 feet. The tonnage carried through channel during the calendar year 1909 amounted to 4,649 short tons, valued at $1,092,082. The previous year 3,570 bales of cotton were carried and 2,901 short tons of miscel- laneous freight. The figures for 1909 are 4,056 bales of cotton and 3.635 short tons of miscellaneous freight. The increase is due to the operation for a short period of a steamer between Corpus Christi and Galveston. This steamer having been withdrawn, the project has had as yet no permanent improvement in freight rates. The service will. be resumed some time in July, 1910. The amount required for expenditure during the fiscal year ending June 30, 1912, will be applied to dredging in order to maintain a 20-foot channel. RIVER AND HARBOR IMPROVEMENTS. 557 July 1, 1909, balance unexpended_____________________________ $109, 955.08 Amount appropriated by river and harbor act approved June 25, 1910----------------------------------- --------------- 217, 500. 00 Amount appropriated by sundry civil act approved June 25, 1910__ 350, 000. 00 Proceeds of sales of contact prints----------____________________- - 3.90 677, 458. 98 June 30, 1910, amount expended during fiscal year: For works of improvement-- -- $9, 203. 49 For maintenance of improvements--___ 96, 860. 61 106, 064. 10 July 1, 1910, balance unexpended-------------------------------571, 394. 88 July 1, 1910, outstanding liabilities-----------------------------350, 414. 81 July 1, 1910, balance available__________________________ 220, 980. 07 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------ a25,000. 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 12.) 13. Channel from Aransas Pass to Corpus Christi, Tex.-The river and harbor act of June 25, 1910, appropriated $157,900 for obtaining a 12-foot channel 100 feet wide, at an estimated cost of $207,900, with $35,000 annually for maintenance between Aransas Pass and Corpus Christi, according to report printed in House Docu- ment No. 678, Sixty-first Congress, second session. This channel has previously been improved to a depth of 8 feet under the appropriation for " Inland Waterway on the Coast of Texas." (See (e) Turtle Cove channel from Turtle Cove to Corpus Christi, p. 552 of this report). Amount appropriated by river and harbor act approved June 25, 1910----_----_ --------------------------------------------- $157,900. 00 July 1, 1910, balance unexpended______________________________ 157, 900.00 Amount (estimated) required for completion of existing project__ a50, 000. 00 (See Appendix T 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. A retaining wall.of dry stone has been placed along the north and east sides of the reservation, thus surrounding the reservation with walls. The area inclosed has been filled with sand and a top dressing of soil, with sodding. During the fiscal year a concrete sidewalk and curbing and brick pavement with bituminous filler was constructed in rear of the sea wall, at an expenditure of $31,833.79. a Exclusive of the balance unexpended July 1, 1910. 558 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work contemplated is now completed; the amount on hand will be held for maintenance. This work was carried out in accordance with report of a Board of Engineers, dated December 19, 1902. (See Appendix W 13, Report of Chief of Engineers, 1903.) The amount expended on existing project to June 30, 1910, was $734,972.05. July 1, 1909, balance unexpended_________________________-___ $47, 661.31 Proceeds of sales of contact prints ________________________________ 1. 50 47, 662. 81 June 30, 1910, amount expended during fiscal year: For works of improvement_ $1, 111. 9C For maintenance of improvement _______________ _ 31, 521. 46 32, 633. 36 July 1, 1910, balance unexpended____________________________ _ 15, 029. 45 July 1, 1910, outstanding liabilities_____________________________ 144. 62 July 1, 1910, balance available _____________________________ _ 14, 884. 83 (See Appendix T 14.) 15. Removing sunken vessels or craft obstructing or endangering navigation.-The fumigating barge Swearingen, belonging to the State of Texas, sunk in Galveston channel and became a menace to navigation. The barge was abandoned by the State of Texas, and permission was granted to remove same, and an allotment of $1,000 was made for its removal. The U. S. derrick barge No. 1 removed the barge at a cost of $999.96. A statement contained in the report of the local engineer officer shows the items of expenditure, the total expenditure for removal and advertising being $1,014.78. (See Appendix T 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROYED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 and survey of Aransas Pass Harbor, Texas, with a view to obtaining a suitable depth and width.-Reports dated May 6 and December 31, 1909, respectively, are printed in House Document No. 639, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $277,500 is presented. 2. Preliminary examination and survey of channel from Aransas Pass Harbor through Turtle Cove to Corpus Christi, with a view to obtaining a channel 25 feet deep and of the necessary width.-Re- ports dated June 16, 1909, and January 3, 1910, respectively, are printed in House Document No. 678, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $207,900, RIVER AND HARBOR IMPROVEMENTS: 559 which includes an item of $50,000 for the construction of a govern- ment dredge, is presented. 3. Preliminary examination and survey of channel from Aransas Pass Harbor to Rocport, Tex., with a view to deepening and widen- ing the same.-Reports dated May 6, 1909, and January 6, 1910, respectively, are printed in House Document No. 734, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government at the present time. The local officer was also charged with the duty of making a pre- liminary examination and survey of Brazos Santiago Harbor, Texas, provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. EXAMINATION AND SURVEY OF GALVESTON BAY AND HARBOR, TEXAS, MADE IN COMPLIANCE WITH SUNDRY CIVIL ACT APPROVED MAY 27, 1908. Report dated December 30, 1908, by Capt. John C. Oakes, Corps of Engineers, on examination and survey of Galveston Bay and Harbor, Texas, required by the sundry civil act approved May 27, 1908, 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. 328, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $5,063,204 is presented, which includes amount required for completion of Galveston channel under existing project. IMPROVEMENT OF RIVERS AND HARBORS IN THE DALLAS, TEXAS, DISTRICT. This district was in the charge of Capt. A. E. Waldron, Corps of Engineers. Division engineer, Lieut. Col. Lansing H. Beach, Corps of Engineers. 1. Johnsons Bayou, Louisiana.-This stream empties into Sabine Lake, Texas, and was the water outlet, in fact the only outlet, for the product of a rather thickly settled and fertile country. Prelimi- nary survey made in 1897 showed a minimum depth of channel of 12 feet, and only 21 feet over the bar at the mouth of the bayou at mean low water. The project of April, 1899, provided for dredging a 6-foot channel 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 this stream to be unworthy of further expenditure for either improvement or mainte- nance by the United States. The amount expended on this examination was $46, leaving an unexpended balance of $2,454. In November, 1908, an additional 560 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. examination was ordered, and made at a cost of $86.50, which re- sulted in a recommendation by the district officer that the available balance, $2,367.50, be expended in dredging a channel across the bar, using the U. S. dredge Port Arthur. This recommendation was approved, but shoaling in the Port Arthur Ship Canal made it impracticable to move the dredge from its usual location until the month of May, 1910, when a channel was dredged at the mouth of Johnsons Bayou 2,100 feet long, 90 feet wide, with an average depth of 6 feet at mean low Gulf level. A beacon was erected near outer end of cut to mark its location. During the year $1,738.39 was expended performing the work de- scribed in preceding paragraph. On June 30, 1910, there existed 61 feet of water through the new channel (90 feet wide) at mean low Gulf level. The usual variation in tide is 1 foot. Johnsons Bayou is navigable for 5 miles, to the settlement of Johnsons Bayou, La. This navigation is carried on by means of barges and gasoline launches. During the calendar year 1909, 4,188 short tons of freight were moved, consisting chiefly of cotton, garden truck, and live stock. The new channel has not been in existence long enough to show its effect on freight rates, but inasmuch as on July 1, 1910, a mail route will be established between Port Arthur, Texas, and Johnsons Bayou, Louisiana, it is expected that the triweekly service thereby provided will cause more freight to move over the waterway. Report on examination of this stream will be found on page 1790, Annual Report of the Chief of Engineers for 1897. July 1, 1909, balance unexpended------------------------------- $2, 367. 50 June 30, 1910, amount expended during fiscal year, for works of im- provement _____- _ 1, 738. 39 July 1, 1910, balance unexpended ------------------------------ 629.11 (See Appendix U 1.) 2. Mouths of Sabine and Neches rivers, Texas.-Prior to improve- ment there was 31 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 RIVER AND HARBOR IMPROVEMENTS. 561 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 Sabirie 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 follow- ing 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 with- out 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. Total length of completed canal from Port Arthur Ship Canal to mouth of Sabine River is 84,660 feet, or practically 16 miles. (See p. 1546, Appendix, report of 1908.) On June 30, 1910, at ordinary high tide, vessels drawing 11 feet of water can use this canal. The usual tidal variation is 1 foot. During the fiscal year 1909 trespass notices were placed along the line of the canal; a number of floating obstructions were removed from the channel; an office building constructed at Port Arthur bordering on .the canal; and 61 mooring piles driven in vicinity of office. The amount expended to June 30, 1910, was $468,393.74, of which $9,925.29 was expended on original and modified projects prior to the operations under the existing project. During the fiscal year 1910, the length of the Sabine-Neches Canal was dragged, and a number of sunken obstructions removed. Comparative statement of shipments and receipts. NECHES RIVER. Change in tonnage from previous year. Short tons. Increase. Decrease. Calendar year- 1902 ........................................... 145,740 ........ ........... 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 1908.......................... .............................. 156,204 6,164 ......... 1909................ ................... ............................... 157,277 1,073......... 0 56932 °-ENG 1910---36 562 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Comparative statement of shipments and receipts-Continued. SABINE RIVER. Change in tonnage from previous year. Short tons. 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............................. . a 32,148............ ................ ............... .375,224 1901........................................................ 459,909 427,761 . 1902....................................................... 413,174....... .. 46,735 1903............ ..... ..... ... ............. ..... .. 325,761 ............ 87,413 ...... .. . 292,184 33,577 1904..... ............................................. 1905. ...................................................... 198,210 ........ 93,974 1906. ........................................................ 409,870 211,660 .. 1907.................................................. ......... 405,172......... 4,968 1908. .................................. .............. 308,825........... 96,347 1909................. ..... ......................... ..... 225 344, 45,400......... SABINE-NECHES CANAL. Calendar year- 1908................................................ 110,992 . ........... 1909 ...................................................... . : 111,025 33 .......... a Incomplete; full statistics could not be obtained. During the calendar year 1909, 111,025 short tons of freight, valued at $740,050, were moved over this waterway, consisting principally of lumber, sand and shell, crude oil, fresh water, general merchandise, etc. The Shippers Transportation Company was organized a year or so after the completion of the Sabine-Neches Canal, for purpose of doing a general freight business between Beaumont and Port Arthur. The freight rates put on by this line were the same as the local railroad rates, that is- Eleven cents per hundred pounds for fourth class. Thirteen cents per hundred pounds for third class. Fifteen cents per hundred pounds for second class. Seventeen cents per hundred pounds for first class. The line afforded much quicker dispatch than by railroad, and was in consequence at first largely patronized. But the line furnished no warehouse at either end of the line; using other persons' wharves and terminals made the wharf charges burdensome; and the uncer- tainty of any recourse in case of loss or damage to shipments caused the business to gradually decline, and at the present time, so far as can be learned, the line has gone out of business. This company did the only general local freight business on the waterway from Beaumont to Port Arthur. Consequently since it has gone out of business there are no freight rates in effect now on general merchandise by water between these two cities, nor between Orange and Port Arthur. Crude oil and most of the articles trans- ported by water through the Sabine-Neches Canal are handled by leased boats and barges or by boats and barges owned by the oil com- panies, etc. Practically the only general freight business now done on the Sabine-Neches Canal is the conveying of lumber and square timber RIVER AND HARBOR IMPROVEMENTS. 563 from Orange, Tex., to the Port Arthur docks. The freight rate, by rail, on this commodity from Orange to the Port Arthur docks is 5 cents per hundred pounds, equal to $2 per thousand feet board measure. The rate by water on square timber in rafts, owners fur- nishing dogs and chains and dogging their own timber, is 50 cents per thousand feet board measure. The water rate on lumber on barges, the carrier furnishing the barges, is $1 per thousand feet board measure. On all lumber loaded on vessels at Port Arthur docks, if the lumber was brought in by rail, the wharf charges are 15 cents per thousand feet board measure. If brought in by water the wharf charges are 30 cents per thousand feet board measure. For reference to reports of examinations and surveys see Annual RepJorts of the Chief of Engineers for 1906, page 406, and 1908, page 486; also House Document No. 836, Sixty-first Congress, second session. July 1, 1909, balance unexpended______________________________ $82, 719.98 June 30, 1910, amount expended during fiscal year, for works of improvement --------------- ----------- -- - 4, 610. 12 July 1, 1910, balance unexpended___________ ______________ ___ 78, 109. 86 July 1, 1910, outstanding liabilities_____________________________ 291. 00 July 1, 1910, balance available______________________________ _ 77, 818. 86 (See Appendix U 2.) 3. Operating and care of Port Arthur Canal, Texas.-This service is provided for by the permanent indefinite appropriation for oper- ating 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, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. 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 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- lowing table gives a summary of the condition of the canal upon its acceptance by the United States: Width be- Length. topAverage tween Maximum Minimum ength. idth. 20-foot con- depth. depth. tours. Feet. Feet. Feet. Feet. Feet. Canal.................................... 37, 600 200 80 25.1 23. 5 Turning basin .............................. 1,800 625 530 27.1 23. 7 Lumber basin......................... 1,200 160 100 26. 2 23.1 564 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The depths above given are referred to mean low Gulf level, and the usual variation of the tide is 1l feet. Operations during the year have consisted in dredging shoal places in the canal to a depth of 26 feet for a distance of 11,500 linear feet and in making extraordinary repairs to the U. S. dredge Port Arthur. The turning and lumber basins having shoaled considerably, and the dredge Port Arthur being in poor working condition, authority was granted by the Chief of Engineers to hire outside plant to do neces- sary dredging in these two basins. Contract was entered into on June 29, 1909, for dredging about 220,000 cubic yards therein at a cost of 102 cents per cubic yard, work to commence not later than August 1, 1909. A supplemental agreement to this contract was entered into on August 17, 1909, approved by the Chief of Engineers September 21, 1909, and by the Acting Secretary of War September 22, 1909. This supplemental agreement merely modified the text of the con- tract and caused no change in price, time of completion, or amount of dredging. This contract was completed December 10, 1909, the total amount of material removed thereunder being 28,574 cubic yards for the lumber basin and 265,022.2 cubic yards for the turning basin, making a grand total of 293,596.2 cubic yards removed. The maximum usable depth in the canal on June 30, 1910, was 25 feet. The amount expended to June 30, 1910, was $120,805.32, exclusive of outstanding liabilities, of which $54,796.14 was expended during the past year. There were moved on this canal during the calendar year of 1909, 1,092,954 short tons of miscellaneous freight, consisting principally of crude petroleum and its refined products, cotton, lumber, and general merchandise, valued at $29,270,823. For reference to report of examinations and surveys see House Document No. 773, Sixty-first Congress, second session. (See Appendix U 3.) 4. Harbor at Sabine Pass, Tex.-Prior to improvement there were depths of 18 and 17 feet, respectively, 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 32 miles wide between the interior and exterior 18-foot bottom 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, RIVER AND HARBOR IMPROVEMENTS. 565 The river and harbor act of 1896 authorized contracts for the com- pletion of the project, limiting the cost to $1,050,000, all of which has been appropriated. Under contract approved June 22, 1897, the east jetty was com- pleted for a length of 21,818 feet, riprap work only was completed 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 pre- vious 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 increased 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 eighty-five months and eight days and removed a total of 3,637,388.5 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 improvement and for maintenance and authorized contracts for ma- terials or work to the amount of $200,000, which has been appropri- ated and expended in repairing the east jetty for a distance of 13,800 feet, 113,893.31 tons of riprap stone being used for this repair work, the contract being completed December 19, 1908. Allotment of $200,000 was made from the appropriation act of March 3, 1909, to continue this improvement and for maintenance. The river and harbor act of June 25, 1910, appropriated $150,000 for continuing the improvement and for maintenance. Contract was approved January 3, 1910, for the raising and repair- ing and the concrete capping of west jetty, and the transferring of granite blocks to east jetty. Work under this contract was commenced 566 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. March 9, 1910, and has been carried on from that date to the end of the fiscal year. The work of dredging the channel between the jetties was also prosecuted during the year. At favorable stages of the tide vessels have gone out during the year drawing 26 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 25 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. The amount expended to June 30, 1910, was $4,189,782.04, of which $325,000 was expended on previous projects. Of the amount ex- pended on the present project it is estimated that $350,382.24 has been applied to maintenance of improvement. During the year $32.15 was received as payment for damage done the dredge Sabine by a seagoing tug, and $15 was received on account of the sale of condemned property. The amount required for expenditure in the fiscal year ending June 30, 1912, namely, $15,000, will be applied to continuing the work of raising and repairing jetties and dredging in the channel. Comparative statement of shipments and receipts. Change in tonnage from previous year. Short tons. Increase. Decrease. Year ending May 31- 1897............................................... 87,632 38,746 ......... 1898..............--.. .......................................... 238,400 150,768 ......... 1899........... .................................. ................ 326,982 88,582.. . Calendar year- 1899-................. ..................-- ................. 326,494 ............ 488 1900...................................... ......................217,489 ............ 109,005 SQL <. ..... ...... ..... ...... ..... ...... ..... ..... 150,087. .. .... ......... 689,688 67,402 539,601 ....... 1903.............. ............ ................. ............... 1,315,248 625,560 ........... 1904........................... ......... ............ .......... 1,792,371 477,123 ........... 1905.. ..... .............................. ............ ......... 1,779,954 ............ 12,417 1906 ......... ............................. .... ..... .............. 1,904,389 124,435 . 1907........................................ ........ ....... 1,848,159 ............ 56,230 1908. ..................... ....... ........................... ...... 1,802,307 ............. 45,852 1909. ................................................... 2,785,786 983,479 ...... Of the tonnage moved during the calendar year 1909, 73 per cent passed through Sabine Pass on its way to or from the Port Arthur Canal. The improvement at Sabine Pass has caused a reduction in the local freight rates as stated in previous annual reports, but the freight rates to Port Arthur and Sabine, Tex., consist of the through rate to Beaumont plus a certain differential, which is applied by the state railway commission to all seaports. On page 406, Annual Report of the Chief of Engineers for 1906, reference is made to previous reports on examinations and surveys of Sabine Pass; also in House Document No. 773, Sixty-first Con- gress, second session. RIVER AND HARBOR IMPROVEMENTS. 567 July 1, 1909, balance unexpended----------------------------- a$198, 637. 68 Collected from Chas. Clarke & Co., damages to dredge ___________ 32. 15 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------------- 150,000. 00 Received from sale of condemned property 15.00 348, 684. 83 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_______ ___ ______________ _________ 59, 885. 21 July 1, 1910, balance unexpended _ _ ______ 288, 799. 62 July 1, 1910, outstanding liabilities__ 2, 492. 52 July 1, 191'0, balance available_______________________________ 286, 307. 10 July 1, 1910, amount covered by uncompleted contracts- _ 103, 940. 83 Amount (estimated) required for completion of existing project__b c306, 573. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ _ _ _____ _ 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 U 4.) 5. Brazos River, Texas, from Old Washington to Waco.-The pro- file of this section of river shows an alternating series of steep and gentle slopes, not navigable above Hidalgo Falls. In the river and harbor act of March 3, 1905, an examination of this section was ordered and a provisional appropriation for its im- provement was made. In the act of March 2, 1907, a further appro- priation was made, in accordance with a project submitted in a report published in House Document No. 705, Fifty-ninth Congress, first ses- sion. This project contemplates securing a navigable depth of 4 feet for four months and 31 feet for six months of the year by construct- ing eight locks and dams and 103 miles of open-channel work, at a total cost of $2,915,000. 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, which amount has been appropriated. From the amount of money appropriated by river and harbor act of March 3, 1909, the sum of $75,000 was allotted. This allotment was required in addition to the $300,000 to repair flood damages and to construct bank protection to prevent further erosion at site of the lock. It is apparently the intention of Congress to continue the improve- ment by the construction of additional locks and dams, as the river and harbor act approved June 25, 1910, contains an item of $75,000 for the construction of Lock and Dam No. 8, about 7 miles below Waco, but this lock should not be commenced until the locations and general features of the locks and dams from Lock No. 1 up to Lock No. 8 a Balance unexpended July 1, 1909, reduced by $14.38, on account of duplicate report of sale of coal in 1907. b This amount is the difference between the original estimate and the sum of the subsequent appropriations which have been applied to the work contem- plated by it. Owing to the fact that as favorable prices have not been obtained as were expected, the figures now given are probably not a correct estimate of the further amount that will be required to complete the project. Report of the examination and survey made during the calendar year 1909 has been sub- mitted, and recommends a new project. c Exclusive of the balance unexpended July 1, 1910. 568 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. have been determined, survey for this purpose being now in progress. If this improvement is to be continued, provision should be made for the logical prosecution and prompt completion of the entire project, but in view of the large increase in cost of construction work and other changed conditions since this improvement was undertaken it is believed that this project should be reexamined with a view to revision. On June 30, 1910, $306,328.77 had been expended on the construc- tion of lock and dam at Hidalgo Falls. During the fiscal year $72,498.73 has been expended in completing the abutment and in driving foundation piles for the dam. Since April 1, 1910, work on this lock and dam has been suspended, pend- ing the arrival of the iron and steel which it is necessary to have on hand before actual construction of the dam can be commenced. Contract has been entered into for this iron and steel in the amount of $23,172, and the first shipment is now in transit. No work on the project has been done except the building of the lock and dam at the foot of Hidalgo Falls, which work is- about 60 per cent completed, so that no change has been made in this stretch of the river. Should this portion of the river, as well as that below Old Wash- ington, be properly improved, there is no doubt that the improve- ment would cause a reduction in freight rates throughout the contigu- ous country. For reference to reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1907, page 452. July 1, 1909, balance unexpended-----------------------------$141, 177. 71 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 75, 000. 00 Received from sale of condemned property ---------------------- 49. 93 216, 227. 64 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------------ 72, 498. 73 July 1, 1910, balance unexpended.--------------------------- 143, 728. 91 July 1, 1910, outstanding liabilities------------------------------ 2, 017. 75 July 1, 1910, balance available --------------------------------- 141, 711. 16 July 1, 1910, amount covered by uncompleted contracts -___---- 23, 172. 00 (See Appendix U 5.) 6. Brazos River, Texas, from Velasco to Old Washington.-This sec- tion 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). 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, 1910, was $248,729.71. RIVER AND HARBOR IMPROVEMENTS. 569 Below mile 100 (just above Richmond) a depth of 4 feet (except in dry years) for approximately eight months in the year has been ob- tained between Velasco and Richmond. The operations during the year consisted in repairing jetties, removing obstructions by snagging in the lower portion of this section, and in repairing plant. The project in this part of the river is about 90 per cent completed. From Richmond to Old Washington no work of any consequence has been done during the year. The work which has been done on this latter portion has either been obliterated or placed in such a position as to make it an obstruction rather than an improvement, by the river seek- ing new channels. Over this section of the Brazos River the depth is such that naviga- tion can take place during a 6-foot stage of the river by boats having considerable power. No commerce of any note has developed, nor can any be expected until the Brazos River is improved from its mouth up to Waco, or until the territory about the lower portion is given over more to agriculture than it is now. The distances of the various places mentioned in the above report from the mouth of the river are as follows: Velasco, 5 miles; Colum- bia, 35 miles; Richmond, 99 miles; Rosenberg, 108 miles; Old Wash- ington, 254 miles; Navasota Lock, 259 miles; Waco, 424 miles. The improvement has so far caused no effect on freight rates. " The available balance, as well as the $25,000 requested for the fiscal year ending June 30, 1912, will be used to keep plant in repair and in operation on open-channel work. While the open-channel work already done does not appear to have yet been taken advantage of by local interests, except near Velasco, and seemnis to be of doubtful necessity except in connection with the slack-water improvement of the river, an estimate of $25,000 is sub- mitted as the minimum amount required to operate plant on hand for open-channel work, so as to facilitate all boat traffic allowed by natural channel depths. For reference to reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1907, page 453. July 1, 1909, balance unexpended______________________________ $73, 153. 49 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------ ----------- 45, 000. 00 Received from sale of property---------------------------------- .49 118, 153. 98 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------- ----------------------- 31, 865. 20 July 1, 1910, balance unexpended--------------------------- 86, 288. 78 July 1, 1910, outstanding liabilities---------------------------- 1, 692. 17 July 1, 1910, balance available ---------------------------------- 84, 596. 61 July 1, 1910, amount covered by uncompleted contracts- -- - 20, 388.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_--------------- a25, 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 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- G Exclusive of the balance unexpended July 1, 1910. 570 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 sub- mitted in House Document No. 409, Fifty-sixth Congress, first session, making an appropriation of $125,000, and authorized continuing con- tracts in the sum of $275,000 additional for carrying out the work, all of which has since been appropriated. (See Annual Report of the Chief of Engineers for 1900, p. 2348.) This project contem- plated improvement to provide a 6-foot navigation from Dallas to the mouth, a distance of 511 miles, by open-channel work and a sys- tem 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 examine into the cost. (See Annual Report of the Chief of Engi- neers for 1904, p. 2021.) The amount expended on this improvement up to June 30, 1910, was $586,202.97. 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 for No. 4, and for a lock and dam at Hurricane Shoals, which is in section 2. The river and harbor act approved June 25, 1910, appropriated $50,000 for the construction of Lock and Dam No. 7, and a lock and dam at White Rock Shoals. During the year Lock and Dam No. 1 and dam at Parsons Slough were completed. The contractor who has the contracts for the construction of Locks and Dams Nos. 2 and 4 has done very little work during the year. The contractor for the construction of Lock and Dam No. 6 sus- pended all work under the contract on September 9, 1909. This con- tract was annulled October 22, 1909. A contract for the completion of Lock and Dam No. 6 was entered into with another contractor under date of May 18, 1910. Under date of June 2, 1910, a Board of officers of the Corps of En- gineers was appointed to consider and report upon plans and specifi- cations for the lock and dam at Hurricane shoals, and elsewhere on the Trinity River. Preparations are being made to secure data as to foundations, etc., for Lock and Dam No. 7 and lock and dam at White Rock shoals authorized by the act approved June 25, 1910. Lock No. 1 is at McComas Bluff, 13 miles below Dallas; the dam at Parsons Slough is 22 miles below Dallas; and Locks Nos. 2, 4, and 6 are 23, 30, and 42 miles, respectively, below Dallas. The sites for lock and dam at Hurricane. Shoals, Lock and Dam No. 7, and lock and dam at White Rock shoals are approximately 243, 49, and 334 miles below Dallas, respectively. Snagging operations were carried on by means of one snag boat and three quarter boats over the entire river below Dallas. On February 13, 1910, the snag boat Trinity was sunk and pinned on a snag at about mile 47-, making it necessary to haul her out on the marine ways at Wallisville, Tex., for extensive repairs. The snag boat is still on the marine ways at the end of the fiscal year. RIVER AND HARBOR IMPROVEMENTS. 571 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 saving, not only in local but also in interstate freight rates in this section. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 431. The estimate submitted for the fiscal year 1912 is $40,000. While the increased facilities due to removal of obstructions from this river do not appear to have yet been taken advantage of by local interests above Liberty and seem to have little or no value except in connection with a systematic improvement of the river by locks and dams, an estimate of $40,000 is submitted as the minimum amount required to operate plant on hand for open-channel work so as to facilitate all boat traffic allowed by natural-channel depths. Pending the report of the special board of officers mentioned above, and a determination of the probable increased cost of canalizing the river at present prices of labor and materials, no estimate is submitted for work of lock and dam construction, funds on hand being con- sidered sufficient for the requirements of work now in progress dur- ing the next fiscal year. If it be decided to prosecute this project further, provision should be made in the shape of increased appropriations; but in view of the large increase in cost of construction work and other changed con- ditions since this improvement was undertaken, it is believed that this project should be reexamined with a view to revision. July 1, 1909, balance unexpended _____________________________ $568, 865. 64 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------- 184, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910__ 85, 000. 00 Received from sale of blueprints-___ 8. 00 837, 873. 64 June 30, 1910, amount expended during fiscal year: For works of improvement___ $108, 517. 20 For maintenance of improvement_ 47, 144. 37 155, 661. 57 July 1, 1910, balance unexpended - 682, 212. 07 July 1, 1910, outstanding liabilities_- 7, 296. 20 July 1, 1910, balance available_ _ 674, 915. 87 July 1, 1910, amount covered by uncompleted contracts___ 273, 999. 42 IAmount Amount (estimated) required for completion of existing project___ a 435, 000. 00 required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ _--._ Submitted in compliance with requirements of sundry civil act of a 40, 000. 00 June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix U 7.) a Exclusive of the balance unexpended July 1, 1910. 572 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Operating and care of Lock and Dam No. 1, Trinity River, Texas.-On March 1, 1909, Lock and Dam No. 1 was placed under the appropriation for operation and care. After the first few operations of the lock a defect was discovered under the lower gates. Upon examination it developed that this was not due to any fault of the contractor, and authority for its repair was approved. The work of repair was completed during the fiscal year. During the year it developed that the means at hand were insufficient for rapidly throwing the dam in the face of sudden rises, and for this reason authority was granted for the construction of a small maneu- vering boat and the attaching of a small chain to each Boul6 gate. This work was completed during the year. A telephone has been installed at Lock and Dam No. 1. There has been expended up to June 30, 1910, $10,941.93. With the exception of locking through two government boats, no lockage has been made on account of the unusable condition of the river below the lock, due to exceedingly low water. On account of having the pool drained, not much navigation on the upper pool has had opportunity to develop, but at present con- siderable business is being done in the line of pleasure boating. (See Appendix U 8.) 9. Cypress Bayou, Texas and Louisiana.-Duringthe 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 that date to 1879 $94,000 was appropriated for the purpose. 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 supply of the lakes, which, in conjunction with the quicker drainage result- ing 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 plying 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, 1910, was $146,724.46 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. RIVER AND HARBOR IMPROVEMENTS. 573 The work of removing obstructions now in progress has rendered navigation safer between Jefferson and Mooringsport, and has conse- quently caused some increase in the quantity of such local navigation. The opening up of oil wells in this territory has caused a consider- able increase in the amount of commerce on this waterway. Its existence has been a great convenience in bringing supplies to the oil- well drillers. There has not been sufficient commerce developed be- tween Jefferson, Tex., and Mooringsport, La., to cause any change in the existing freight rates. From November, 1909, to the end of the fiscal year the quarter boat was engaged in removing obstructions to navigation between Jeffer- son, Tex., and Mooringsport, La. The amount estimated for maintenance of improvement during the fiscal year ending June 30, 1912, is for continuing the work of clean- ing the channel of obstructions to navigation. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 432, and House Document No. 220, Sixtieth Congress, first session, which gives report of examination 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.; " also, House Document No. 680, Sixty-first Congress, second session, which gives report of " Survey of the Jefferson-Shreveport waterway in Texas and Louisiana with a view to constructing a lock in the pro- posed dam at the foot of Caddo Lake and providing a navigable channel therefrom to Red River." July 1, 1909, balance unexpended-_ $6, 264.00 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 11, 264.00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ________________3, 900. 18 July 1, 1910, balance unexpended------------------------ 7, 363. 82 July 1, 1910, outstanding liabilities -------------------------------- 494. 02 July 1, 1910, balance available --------------------------- 6, 869. 80 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ __________ a 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 U 9.) 10. Improving waterway between Jefferson, Tex., and Shreveport, La., by the construction of a damn at the foot of Caddo Lake.-The waterway from Jefferson, at the head of navigation of Cypress Bayou, to the foot of Caddo Lake, is navigable the year round for light-draft boats, and with dredging could be made navigable for boats drawing 6 feet. The banks of the bayou are stable, the channel reasonably straight, and although somewhat obstructed by snags, these are being removed. After leaving Caddo Lake the waterway passes through Big and Little Willow passes, which have good depths, and spreads out into Soda Lake, which has no navigable depth except during very a Exclusive of the balance unexpended July 1, 1910. 574 REPORT OF THE CHIEF OF.ENGINEERS, U. S. ARMY. heavy rises, which do not occur with sufficient frequency or regularity to justify any serious attempts at navigation. From Soda Lake the stream passes over the falls into Twelvemile Bayou, and thence into Red River. The falls are working their way upstream, and the lower part of Soda Lake has already been drained. After they have eaten through about 22 miles more they will have entered the passes, where the water is deep, and will at once begin on the foot of Caddo Lake, eventually draining that and destroying all navigation now existing between Jefferson and Mooringsport. In the report of 1905 a project for a lock and dam at the foot of Caddo Lake, supplemented by extensive dredging, was advanced for the im- provement of the waterway. It was proposed to dredge the channel from Red River to the foot of Caddo Lake, giving it a bottom eleva- tion of 164.8 feet above the Cairo datum, giving a depth of 6 feet for eight months in the year, the surface elevation of the water being 170.8. At the foot of Caddo Lake a lock with fixed dam 3,116 feet long was proposed, giving an upper pool surface elevation of 187 feet. The purpose of the proposed lock and dam was not to create a navigable pool, but merely to preserve the pool already existing and prevent its being drained by the dredged channel below. There would seem to be no question that ample navigable depth would be obtained above the dam. The present project, adopted by the river and harbor act of June 25, 1910, is based upon a report contained in House Document No. 220, Sixtieth Congress, first session, which recommends the construc- tion of a dam as outlined in the report of 1905. The construction of a dam alone, with the necessary bank protection, etc., was therein estimated to cost about $100,000. Such a dam would cut off naviga- tion to Shreveport even in high stages, but as navigable periods are now so short and infrequent that they are of no commercial impor- tance no damage would be done by closing the route. It would be of benefit by preserving the water level, and consequently the navigable channel in Cypress Bayou and Caddo Lake between Jefferson Tex., and Mooringsport, La. The said dam is to be so constructed as to admit of a lock when deemed necessary. For reference to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 432, House Docu- ment No. 220, Sixtieth Congress, first session, and House Document No. 680, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ ______-______-____-_______ $100, 000. 00 July 1, 1910, balance unexpended________-_____________ ____-- _ 100, 000. 00 (See Appendix U 10.) 11. 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. RIVER AND HARBOR IMPROVEMENTS. 575 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 had been made. At the close of the fiscal year ending June 30, 1910, $225,414.21 had been expended on this project, of which amount $10,189.66 was expended on survey of river between Fulton, Ark., and mouth of Washita River, Oklahoma. During the year the snag boat C. A. Culberson and 2 quarter boats have been engaged in snagging operations. The river and harbor act of June 25, 1910, made an appropriation of $50,000 for this portion of the river, and provided that so much of this amount as shall be necessary may, in the discretion of the Secre- tary of War, be expended for removing snags and other obstruc- tions in the lower 25 miles of the Kiamichi River, a tributary of Red River, in the State of Oklahoma. The part of the river over which the C. A. Culberson is working at first shows an increasing depth, but that part just above Fulton is now filling with snags and rapidly returning to its original condition. 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 funds and additional appropri- ation recommended will be applied to continuing the work now under way of removing obstructions and bank clearing. The estimate submitted for the fiscal year 1912 is $25,000. While the work already done has so far been apparently barren of any useful results and further work seems to be of doubtful necessity, the estimate submitted is the minimum amount required for operation of government plant belonging to the improvement and which it is considered advisable to keep in operation for the present, pending further developments, rather than to lay it up or transfer it to other work, and to facilitate all boat traffic allowed by natural channel depths. For references to reports of examinations and surveys see Annual Report of the Chief of Engineers for 1906, page 433, and Annual Report of the Chief of Engineers for the fiscal year 1909, page 549. 576 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended ________----------------- $57, 262. 94 ___ Amount appropriated by river and harbor act approved June 25, 50, 000. 00 1910 1910 ----------------------------------------------- 50, 000. 00 Received from sale of blueprints ________------.----------. 50 107, 263. 44 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ _ $42, 699. 30 Deduct for expenses incurred account of Isthmian Canal Commission -------------------------------------- 22. 15 42, 677. 15 July 1, 1910, balance unexpended---------------------------- 64, 586. 29 July 1, 1910, outstanding liabilities _________________________ 2, 864. 48 July 1, 1910, balance available.._______________________________ 61,721. 81 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ____ a 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 U 11.) 12. Sulphur River, Texas and Arkansas.--For the first 17 miles Sulphur River is about 100 feet wide, with very little depth and considerable fall (about 9 feet). The next 40 miles it has a width of 150 to 200 feet with practically no fall, having a minimum depth of about 6 feet. In the next 8 or 10 miles the river rapidly decreases in width and depth until it is impossible to use a skiff except during high water. The stream is 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 by means of a quarter bqat. At the close of the fiscal year $23,973.07 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 so that through navigation is possible, and that some reduction in freight rates will result. It is proposed to expend the available funds 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. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 577 July 1, 1909, balance unexpended ------------------------------ $19, 031. 19 Amount appropriated by river and harbor act approved June 25, 1910- 7, 500. 00 26, 531. 19 June 30, 1910, amount expended during fiscal year, for works of improvement 004. 26 7-------------------------- July 1, 1910, balance unexpended -------------------------------- 19, 526. 93 July 1, 1910, outstanding liabilities------------------------------- 842. 36 July 1, 1910, balance available---------------------------------- 18, 684. 57 (See Appendix U 12.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Washita River, Oklahoma, up to Mountain View.-Report dated October 14, 1909, is printed in House Document No. 209, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Kiamichi River, Oklahoma, up to a point opposite Talihina.-Report dated September 24, 1909, is printed in House Document No. 212, Sixty-first Congress, second session. This stream is not considered worthy of improvement by the General Government. 3. Survey of the Jefferson-Shreveport waterway in Texas and Louisiana, with a view to constructing a lock in the proposed dam at the foot of Caddo Lake, and providing a navigable channel there- from to Red River.-Report dated November 3, 1909, is printed in House Document No. 680, Sixty-first Congress, second session. No further work than that already recommended, i. e., the construction of the dam without a lock at the foot of Caddo Lake, at a cost of $100,000, is deemed worthy of being undertaken by the General Government. 4. Preliminary examination and survey of Sabine Pass and Port Arthur Ship Canal, Texas, to and including Taylors Bayou and the turning basin at Port Arthur, etc.-Reports dated September 18, 1909, January 21 and February 10, 1910, respectively, are printed in House Document No. 773, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $2,000,000 is presented, provided the right of way for the turning basin, estimated to cost $10,000, be furnished by local or other interests free of cost to the United States. 5. Preliminary examination and survey of channel extending from the mouths of the Sabine and Neches rivers to the mouth of Taylors Bayou, and including the Sabine River from Orange to said canal and the Neches River from Beaumont to said canal.-Reports dated Sep- tember 18, 1909, and March 5, 1910, respectively, are printed in House Document No. 836, Sixty-first Congress, second session. It is not 56932-E NG 1910---37 578 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. considered advisable for the United States to enter upon the con- struction of a channel 25 feet deep from Port Arthur to Beaumont and Orange. The local officer was also charged with the duty of making a pre- liminary examination and survey of Brazos River, Old Washington to Waco, Tex., provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE VICKSBURG, MIS- SISSIPPI, DISTRICT. This district was in the charge of Capt. Clarke S. Smith, Corps of Engineers. Division engineer, Brig. Gen. Wm. H. Bixby, Corps of Engineers. 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 $529,831.90. The sum of $3,545.60 was carried to the sur- plus fund. 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 was a mass of sunken logs and stumps. The banks were heavily timbered and each flood caused them to cave or slide. The project entered 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. RIVER AND HARBOR IMPROVEMENTS. 579 The project was amplified in the river and harbor act of July 13, 1892, to include 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; construct- ing a substantial system of levees to fix the course of the river, either alone or by cooperating with riparian States; the closure of all out- lets that deplete the river; the fixing of caving banks to confine the river to the selected channel, and the prevention of injuries to regi- men 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, 1910, including $5,668.27 derived from sales, was $1,886,450.63, with the following chief results: The channel cleared through the great raft in 1872-73 opened to navigation 188 miles of river above Shreveport to Fulton. Subse- quent 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. The survey of 1908 showed that the bed of the river in the old raft region above Shreveport had lowered in places as much as 25 feet. 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 51 feet at the lower falls and to 6 feet at the upper 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 regular 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; 22 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., 45.5 feet, and Barbre Landing, Louisiana (head of Atchafalaya River), 52.72 feet. Much of the work performed neces- sarily has been in repetition from time to time, and the items of improvement and maintenance are so closely allied that the cost of each can not be given separately. 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, 1910, work for maintenance of the improvement was continued as follows: Operations of snag boats, supplemented by those of shore parties during the period of .580 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. low water, extended over the river between the head of Atchafalaya River, Louisiana, and Fulton, Ark. Three snag boats and two shore parties were employed and a large amount of work was performed. Plans and specifications for a steel hull self-propelling hydraulic dredge, with steel pontons and a pipe line were completed, and ad- vertisement for construction of same will be made soon. The resur- vey of the river was continued from Cane River downstream 126.5 miles to Barbin Landing, Louisiana. 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 $60,000 a year, exclusive of extraordinary demands for new plant that will arise from time to time. Notwithstanding the facilities for quick transportation afforded by railways, the commerce of Red River until recent years has consisted 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 the eighteen years end- ing June 30, 1907, showed 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 short tons per annum, with estimated values of from $1,506,500 to $9,185,000. The average for the eighteen years was 123,244 short 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 was 178,070 tons, valued at $6,229.560, making a total of 301,314 tons, valued at $10,589,460. In 1908 there was a marked decline of navigation above the mouth of Black River and the commerce reported in that stretch only amounted to 36,288 tons, valued at $198,240. In 1909 it amounted to 69,885 tons, valued at $154,789. A new steamboat company was organized to revive the river trade between New Orleans and Shreve- port, and the initial trip of the steamboat City of Shreveport was made December 30, 1909, to January 5, 1910. 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 show- ing the limits of high and low water were published in the report of 1891, page 1956, and the report of 1892, page 1587. Maps of the river at Shreveport were published in the reports of 1887, 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.) Report of an examination of Boyce Landing, Red River, Louisiana, made in 1907, was printed in House Document No. 219, Sixtieth Congress, first session. RIVER AND HARBOR IMPROVEMENTS. 581 The available funds will be applied to continuing the improvement and to maintenance. The amount required for expenditure in the fiscal year ending June 30, 1912, in addition to the balance unexpended July 1, 1910, will be applied to the operation of snag boats and further work on the exist- ing approved project. This additional work is for maintenance and the extension of benefits. July 1, 1909, balance unexpended-----------------------------$186, 577. 04 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 75, 000. 00 Amount received from sales of property--------------------- 107. 90 Amount received from reclamation of check---------------------- 21. 00 261, 705. 94 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 52, 488. 30 July 1, 1910, balance unexpended-------------------------------209, 217. 64 July 1, 1910, outstanding liabilities-----------------------------2, 041. 57 July 1, 1910, balance available---------------------------------207, 176. 07 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance---------- 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 V 1.) 2. Cane River, Louisiana.-Cane River is one of the abandoned channels of Red River, left out on the westward by cut-offs about 1825 and 1849, and is about 75 miles long from Red River near Grand Ecore to Red River near Colfax. It is made up of pools, bayous, and swamps, and interrupted by deposits considerably higher than the average stage of the main river. Under the river and harbor act of July 5, 1884, $2,500 was expended for the removal of snags, stumps, caved-in and leaning trees, and some rock, obstructing high-water navigation. This work freed the channel of obstructions to a great extent, increased the navigable depth, and enabled steamboats to make quicker trips at high stages. Operations were then discontinued. Section 5 of the river and har- bor act of March 3, 1905, declared Cane River to be not a navigable water of the United States, but this section was repealed by act of Congress approved June 29, 1906. February 27, 1909, the Secretary of War authorized an allotment of $2,000 from the emergency appropriation provided by the river and harbor act of March 2, 1907, to be applied to restoration of the channel; the shipping interest having reported that the preceding flood of Red River caused the banks to cave, and in places so filled the stream with trees as to prevent navigation. The total expenditure to June 30, 1910, was $4,499.50, of which $1,999.50 was applied to maintenance and restoration of the channel. At high stages small steamboats from Red River ascend Cane River from Colfax to Natchitoches, transporting the products of the coun- try, the principal shipments being cotton seed for mills along Red River. a Exclusive of the balance unexpended July 1, 1910. 582 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In June, 1909, work was performed for the removal of obstructions in the lower 40 miles of Cane River, restoring the stream to fairly good navigable condition during the periods of high water. Nothing further is recommended at the present time. No work was done during the fiscal year ending June 30, 1910. The expneditures were for payment of liabilities outstanding July 1, 1909, and for supervision of the work. For information respecting the work performed under the act of 1884 reference is invited to the reports of 1885, page 1495; 1886, page 1349; and 1887, page 1452. Reports of examinations were published in the reports for 1884, page 1366, and 1891, page 2022, the latter also having been printed in House Executive Document No. 184, Fifty-first Congress, second session. July 1, 1909, balance unexpended---______________-____________ $1, 577. 87 Received, account of overpayment June, 1909---------------------- .50 1, 578.37 June 30, 1910, amount expended during fiscal year for maintenance of improvement-----------------,------------------ 577. 87 Deposited to credit of Treasurer, United States----------------- . 50 1, 578. 37 (See Appendix V 2.) 3. 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 under 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 $614,802.19. The existing project, besides a continuation of snagging work, con- templates the construction of eight locks and movable dams to afford a navigable depth of 6i feet from the mouth of Black River, Louisi- ana, upstream to a point 10 miles above Camden, Ark. (360 miles), as set forth in House Document No. 448, Fifty-seventh Congress, first session (Report Chief of Engineers, 1902, p. 1435). The change of site of Lock and Dam No. 2, referred to in report of the Chief of Engineers for 1908, page 490, will eliminate Lock and Dam No. 1 from the project. The project for construction of locks and dams was adopted in part by provisions of the river and harbor acts of June 13, 1902, and March 3, 1905, authorizing continuing contracts for build- ing Lock and Dam No. 4, near Monroe, La., and Lock and Dam No. 6, RIVER AND HARBOR IMPROVEMENTS. 583 near Roland Raft, Ark., completing the survey for locks and dams, and maintenance of prior work. The river and harbor act of March 2, 1907, authorized continuing contracts 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, 1910, was $877,269.45 (including $1,840.11 derived from sales). Of this amount $11,786.73 has been applied to completion of survey and $160,585.17 to maintenance. During the fiscal year ending June 30, 1910, snagging work for maintenance extended from the mouth of Black River, Louisiana, to Camden, Ark., 350 miles upstream, with greatly beneficial results. Work at Locks Nos. 4 and 8 was continued by hired labor and at Lock No. 2 by contract. A contract for the partial construction of Lock No. 6 was entered into August 19 and approved October 9, 1909, and work at that locality was carried on under this contract. Details are given in the district officer's report. Contract work at Locks 2 and 6 does not include dam construction. The condition of the MWork of lock construction on June 30, 1910, was about as follows: Per cent completed on basis of plant installed, materialdelivered, and work done. Per cent. Lock No. 2 ---------------------------------------------- 20 Lock No. 4 ----------------------------------------- 90 Lock No. 6 30 Lock No. 8_ 80 Besides the slack-water improvement in progress at Locks Nos. 2, 4, 6, and 8, the work heretofore done has consisted chiefly of the removal of snags, logs, wrecks, leaning timber, 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 be- tween 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 twenty years, 584 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ranges between 73,679 and 313,863 short tons per annum, with values estimated at $2,626,738 to $10,234,250. The average is 175,650 short tons, valued at $6,040,480. 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. 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. An index to reports of examinations and surveys was published in the Report of the Chief of Engineers, 1904, page 389. The river and harbor act of June 25, 1910, made an appropriation of $521,000 for continuing improvement by the construction of Locks and Dams Nos. 2, 4, 6, and 8, and provided that of this amount so much as shall be necessary may be expended for surveys with a view to determining the location of Locks and Dams Nos. 3 and 7, and for acquiring title for said locks and dams. The estimate submitted for the fiscal year ending June 30, 1912, is $292,000 for continuing construction of Locks and Dams Nos. 2, 4, 6, and 8. While this sum is probably all that will actually be required for the next year's operations, works of this character can not be prosecuted economically and advantageously when the funds available are only sufficient for the year's needs, and it is recommended that the cash appropriation of $292,000 be supplemented by a continuing-contract authorization for $200,000, the additional amount required to complete these structures. Pending acquisition of sites and perfection of plans for Locks and Dams Nos. 3 and 7, no estimate for these works is submitted at this time; and in view of the large increase in cost of construction work and other changed conditions since this improvement was under- taken, it is believed that this entire project should be reexamined with a view to revision. July 1, 1909, balance unexpended_____________________________ $799, 014. 97 Amount received from sales of property ________________________ 89. 85 Amount received account overpayment, May, 1909_______ ____ 1. 65 Amount appropriated by river and harbor act approved June 25, 1910 _- 521, 000. 00 1, 320, 106. 47 June 30, 1910, amount expended during fiscal year: For works of improvement__________________ $322, 355. 12 For constructing snag boat ___________________ 6, 103. 31 For maintenance of improvement ______________ 32, 010. 57 360, 469. 00 July 1, 1910, balance unexpended_------------------- 959, 637. 47 July 1, 1910, outstanding liabilities. 11, 752. 56 July 1, 1910, balance available--------------- 947, 884. 91 RIVER AND HARBOR IMPROVEMENTS. 585 July 1, 1910, amount covered by uncompleted contracts __________ $401, 975. 97 Amount (estimated) required for completion of existing project__a b 492, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement----------------------------- b 292, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix V 3.) 4. Ouachita River above Camden to Arkadelphia, Ark.-The ap- propriations provided by river and harbor act of March 3, 1871, con- templated the temporary improvement of Ouachita River from Ark- adelphia, Ark., to its mouth at Trinity, La., but the project was modi- fied in 1874 by omitting all work above Camden, Ark. In 1871 the stretch of river above Camden was obstructed by shoals, and by snags, logs, leaning timber, etc. There is no record of the amount expended above Camden between 1871 and 1874, as the appro- priation was for work from Arkadelphia, Ark., to the Louisiana state line. In the river and harbor act of August 11, 1888, a project was entered upon for improvement of the stretch of river above Camden to Arkadelphia, estimated distance 90 miles, by cutting leaning tim- ber, girdling trees, removing snags and logs, and building brush dams at the shoals. This work was completed in 1890, the sum of $9,000 having been expended for the purpose. The existing project adopted in the river and harbor act approved June 25, 1910, contemplates the removal of snags, leaning timber, and similar obstacles which have accumulated since 1890 and which ren- der navigation difficult during the period between December and May, when there is generally sufficient water. The estimated cost of this work is $10,000, and the amount required for annual maintenance is estimated at $2,500. Work under this project has not commenced and no expenditure has been made. The present commerce of this section of the river consists chiefly in floating saw logs to the mills downstream, and last year it was reported by one mill at Monroe, La., that nearly a million feet board measure of cypress logs were rafted. Other commerce is small and has declined in recent years. Reference is invited to the report of the district officer for 1891 (Report Chief of Engineers, 1891, p. 1975), in which information respecting former work will be found. Reports of examinations were published in the following reports of the Chief of Engineers, viz: 1871, page 336; 1884, page 1351; 1887, page 1495; and 1893, page 2091. In compliance with river and harbor act approved March 3, 1909, the district officer submitted a report of examination, July 2, 1909, as yet unpublished, upon which the present project is based. A survey is in progress above Hot Springs, Ark., for the purpose of ascertaining the cost and effect of building a dam to regulate the water supply for open-river naviga- tion and for furnishing power. Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------- $10, 000. 00 July 1, 1910, balance unexpended------------------------- - 10, 000. 00 (See Appendix V 4.) a Estimated cost of completing Locks and Dams Nos. 2, 4, 6, and 8. b Exclusive of the balance unexpended July 1, 1910. 586 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5. Bayou Bartholomew, Boeuf River, Tensas River and Bayou Macon, 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 passageway for steamboats was much obstructed. The project adopted March 3, 1881, contemplated removing obstruc- tions between the mouth and Baxter, Ark., 182 miles. The amount expended to June 30, 1910, was $66,879.37. The project practically was completed in 1897 to McComb Landing, Ark., 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 $21,005.84 has been applied to that purpose. Work was not resumed during the fiscal year ending June 30, 1910, the lower part of the stream having been put in fair navigable condi- tion in 1909 and the available plant being required elsewhere during 1910. 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 twenty years ranges between a maximum of 49,299 short tons in 1891 and a minimum of 1,502 short tons in 1907, the average being 11,585 tons, valued at $297,780. The available funds will be applied to removal of snags, over- hanging trees, drift, etc., for maintenance. July 1, 1909, balance unexpended-____ $4, 133. 03 Amount allotted from appropriation made by river and harbor act approved June 25, 1910---------------------------------------5, 000. 00 9, 133. 03 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------- 12. 40 July 1, 1910, balance unexpended _- --- _ __ 9, 120. 63 (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 RIVER AND HARBOR IMPROVEMENTS. 587 the closure of three outlets near Point Jefferson to confine the flow to the main channel. The total expenditure to June 30, 1910, was $73,939.95. The origi- nal project was completed in 1896 at a cost of $40,992.84. Since then $27,505.33 (including $27.75 received from sales) has been expended for maintenance. In 1887-88, by uniting with planters 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. 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. During the fiscal ending June 30, 1910, snagging work and the removal of leaning trees, etc., extended from the mouth upstream to Wright Ferry, La., 139 miles, and the chief obstructions were destroyed for the time. The commerce consists of shipments of cotton, cotton seed, staves, etc., and return freights of general merchandise and plantation sup- plies, and for twenty years ranges between a maximum of 11,261 short tons in 1897 and a minimum of 545 short tons in 1903, the aver- age being 5,702 tons, valued at $237,462. The available funds will be applied to maintenance by the removal of obstructions, including snags, overhanging trees, drift, etc. This additional work is for extension of benefits. Navigation is rendered more difficult on account of the outlets at Point Jefferson, and additional interest in the project for again clos- ing them is maintained through the necessity of draining 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 seriously affected by flood water from Boeuf River. July 1, 1909, balance unexpended _----------_____________ _ $6,184. 22 Amount allotted from appropriation made by river and harbor act approved June 25, 1910____________________ ___----_-----_ 2, 500.00 8, 684. 22 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ___________---_------------- 5,696. 42 July 1, 1910, balance unexpended ------------------------- 2, 987. 80 (c) Tensas River and Bayou Macon.-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 miles. Bayou Macon, the chief commercial branch of Tensas River, was added under the same head of appropriation by river and harbor act 588 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of 1884, and the project contemplated the same kind of work from its mouth to Floyd, La., 112 miles. The total expenditure to June 30, 1910, was $16,631.25. The proj- ect for Tensas River was completed in 1898 to Westwood Place, 81 miles above the mouth, the present head of navigation, at a cost of $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 Macon. The sum of $25,768.81, including $27.75 derived from sales, has been expended for maintenance. The work put the two streams in fairly good navi- gable condition at medium and high stages. Upper Tensas River above Westwood Place practically is unnavigable by reason of lean- ing timber and obstructions in the channel, 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, 1910, work for maintenance was continued and consisted of the removal of snags, leaning trees, etc., obstructing navigation of Tensas River below the mouth of Bayou .Macon, 42.7 miles, and in Bayou Macon below Floyd, 112 miles. The commerce consists chiefly of shipments of cotton, cotton seed, staves, etc., and return freights of plantation supplies. In twenty years it has ranged between a maximum of 29,957 short tons in 1905 and a minimum of 2,649 short tons in 1893, the average being 14,842 tons, valued at $601,404. It is proposed to apply the available funds to the removal of snags, overhanging trees, drift, etc., for maintenance and extension of benefits. July 1, 1909, balance unexpended__________--------___----____________ $5, 000.00 Amount allotted from appropriation made by river and harbor act approved June 25, 1910___________________________________ 6, 000. 00 11, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__________-------------- 3, 103. 50 July 1, 1910, balance unexpended _,________________________________ 7, 896. 50 July 1, 1910, outstanding liabilities _____________________________ 80.00 July 1, 1910, balance available______________________________ 7, 816. 50 (d) Bayous D'Arbonne and Corney, Louisiana.-Before improve- ment navigation of these streams was difficult and dangerous on account of the leaning trees and the number of snags, stumps, etc., in the channel. The project adopted July 5, 1884, contemplated removing the obstructions between the mouth of Bayou D'Arbonne and Stein Bluff on Bayou Corney, 402 miles upstream. The river and harbor act of 1892 authorized an extension of work up Bayou Corney 162 miles to Cobb Landing, and the act of 1894 provided $1,000 for removing obstructions in the Little D'Arbonne Branch. The amount expended to June 30, 1910, was $23,987.80, 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 $4,987.80, and $1,000 was expended for improving Little D'Arbonne Branch. RIVER AND HARBOR IMPROVEMENTS. 589 No work was done during the fiscal year ending June 30, 1910. The commerce consists of shipments of cotton, cotton seed, etc., and return freights of plantation supplies. It varies considerably, and during fourteen years ranged between a maximum of 36,272 short tons in 1907 and a minimum of 682 short tons in 1903, the average being 10,776 tons, valued at $299,650. The balance unexpended July 1, 1910, 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, 1909, balance unexpended------------------------------- $2, 125. 05 Amount allotted from appropriation made by river and harbor act approved June 25, 1910-- -------------------------------------- 2, 500. 00 4, 625. 05 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------------ 12. 85 July 1, 1910, balance unexpended---------------------------__ 4, 612. 20 July 1, 1910, outstanding liabilities------------------------------- 908. 08 July 1, 1910, balance available----------------------------------- 3, 704. 12 A condensed history of the work performed in Bayou Bartholo- mew, Boeuf River, and Tensas River and Bayou Macon 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, 1909, balance unexpended-_______- ___________ ___ $17, 442. 30 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 16, 000.00 33, 442. 30 June 30, 1910, amount expended during fiscal year, for maintenance of improvement___------------------- --------------------------- 8, 825. 17 July 1, 1910, balance unexpended--------------------------------24, 617. 13 July 1, 1910, outstanding liabilities_____________________________ 988.08 July 1, 1910, balance available__________________________ 23, 629.05 (See Appendix V 5.) 6. 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 590 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 busiest 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 $380,486.08. 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 $41,688.69. The new outlet was opened in the spring of 1903; uninterrupted navigation of Vicksburg Harbor has been maintained for seven years, and the new RIVER AND HARBOR IMPROVEMENTS. 591 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 De Soto Island, and constructing 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, 1910, was for maintenance, principally for repairs and protection of the West Pass levee. The grading and paving of the lake side of the levee to protect it from wave wash and to replace decaying wooden bulkheads was completed in December, 1909, and enlargement and topping, requiring the placing of 5,889 cubic yards of embankment, were completed in January, 1910. Resurveys were made in October, 1909, and January, 1910, for comparison with those of former years and to determine any marked changes of the channel, details of which are given in the district officer's report. The annual commerce of Yazoo River, its tributaries, and Vicks- burg Harbor, as reported for seven years, varied between 222,792 and 441,765 short 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. July 1, 1909, balance unexpended_____________________________ -$30, 000. 55 Amount appropriated by river and harbor act approved June 25, 1910_ 4, 000. 00 34, 000. 55 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ _ ________________ 6, 900. 11 July 1, 1910, balance unexpended___________ 27, 100. 44 July 1, 1910, outstanding liabilities _______ 262. 00 July 1, 1910, balance available__ ------ ------ 26, 838. 44 (See Appendix V 6.) 7. Yazoo, Tallahatchie, Coldwater, and Big Sunflower rivers, Tchula Lake, Steele and Washington bayous and Lake Washington, and Bear Creek, Mississippi.-These improvements were consolidated by 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. 592 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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 channel 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, 1910 (including $265.76 derived from sales), was $427,872.01, which has resulted in safe and uninter- rupted navigation from mouth to head of the river the year round for more than twenty-five years. Steamboats of 3 feet draft navigate the river at mean low water without serious difficulty. During the fiscal year ending June 30, 1910, snagging operations, etc., for maintenance, extended over the entire river. 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 amount required for expenditure in the fiscal year ending June 30, 1912, will be applied to removal of snags, overhanging trees, drift, etc., and operation of snag and dredge boats, for maintenance and extension of benefits. July 1, 1909, balance unexpended ________________________ __ $41, 194. 32 Amount allotted from appropriation made by river and harbor act approved June 25, 1910_1111 11111111111111111111111___1 16, 000. 00 Amount received from sales of property---6----------------------- 62. 50 57, 256. 82 June 30, 1910, amount expended during fiscal year: For constructing snag boat_ _ ---- $7, 725. 56 For maintenance of improvement 637. 51 1-------------15, Amount transferred to Big Sunflower River _______ 7, 000. 00 30, 363. 07 July 1, 1910, balance unexpended---------------------- __ 26, 893. 75 July 1, 1910, outstanding liabilities __---------------- ____ 104. 25 July 1, 1910, balance available ______------------------_26, 789. 50 Amount required for expenditure in fiscal year ending June 30, 1912, 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) 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- 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 ob- a See consolidated money statement on page 598. RIVER AND HARBOR IMPROVEMENTS. 593 structed 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, 1910 (including $40 derived from sales), was $92,274.23, and the work performed permits 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, 1910, work for the removal of obstructions to navigation continued from July 1 to November 30, 1909, and extended from Yazoo Pass down Coldwater and Talla- hatchie rivers to the Yazoo River, benefiting navigation materially. Operations for maintenance will be continued with the available funds, and the estimate for the fiscal year 1912 is for the same purpose. July 1, 1909, balance unexpended ---------------------------- $9, 008. 64 Amount allotted from appropriation made by river and harbor act approved June 25, 1910-------------- --------------------- 5, 000. 00 14, 008. 64 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------- ------------------------------- 8, 242. 87 July 1, 1910, balance unexpended--- ------------------------- 5, 765. 77 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (c) Tallahatchie River above mouth of Coldwater River to Bates- ville.-To comply with requirements of river aid 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 short tons of stave and spoke billets and other freight, valued at $100,000, was transported by steamboat. The project entered upon March 2, 1907, contemplated an expendi- ture of $2,000 a year for a series of years to put the river in such condition that boats plying the lower Tallahatchie could safely run to Batesville for five to seven months of the year, eventually the cost of maintenance to be reduced to $1,000 per year. The total amount expended to June 30, 1910, was $15,813.98, of which $5,813.98 was applied to maintenance. The work was re- sumed in May, 1907, after a lapse of twenty-five years, and was con- tinued downstream to the mouth of Coldwater River. The chief obstructions to navigation were removed and the stretch placed in a See consolidated money statement on page 598. 0 56932 -ENG 1910 -- 38 594 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. fairly good navigable condition. The work proved heavier and more difficult than was anticipated. During the fiscal year ending June 30, 1910, work was not resumed until June 25, the available plant having been required elsewhere in the district during the period of low water. The amount available will be applied to maintenance and extension of benefits. The esti- mate for the fiscal year 1912 is for the same purpose. July 1, 1909, balance unexpended ---------- _ $5, 175. 11 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 1, 989. 09 July 1, 1910, balance unexpended --------------------------------- 3, 186. 02 July 1, 1910, outstanding liabilities -------------------------------- 335. 11 July 1, 1910, balance available-----------------------------------2, 850. 91 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ()----------------------- 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 harbor 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 closing dams, 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, 1910, was $199,480.1.1. The cutting of leaning timber, removal of channel obstructions, and the building and renewal of wing dams at the bars maintained naviga- tion. The chutes in lower Big Sunflower River were closed by levee embankments in 1908-1909. The maximum draft at low water that could be carried June 30, 1910, in the stretch of river from just below the mouth of Hushpuckena River to Woodburn, about 77 miles above the mouth, was 2 feet. Below Woodburn to the mouth of the river a See consolidated money statement on page 59S. RIVER AND HARBOR IMPROVEMENTS. 595 the depth had been increased from 30 inches to 3 feet by the closure of outlets and construction of wing dams. During the fiscal year ending June 30, 1910, operations for mainte- nance were continued as follows: Dredging was performed at. Oli- phant Bar, which is a succession of shoals beginning at the mouth of the river and extending upstream about 15 miles. Six cuts were made, 5,275 feet in length, and requiring the removal of about 31,700 cubic yards of material. Snagging work extended from the mouth of the river upstream to Baird, near the crossing of the Southern Railway. A levee extension 3,300 feet long of the dike closing Little Sunflower chute was built, requiring the placing of 35,178 cubic yards of embankment. It is proposed to apply the available funds and the additional appropriation recommended to a continuance of snagging and dredg- ing operations and to the building and repair of wing dams where required. July 1, 1909, balance unexpended __________ $36, 624. 80 Amount transferred from allotment for Yazoo River ________---- 7, 000. 00 Amount allotted from appropriation made by river and harbor act approved June 25, 1910____-- ------ __------------ 10, 000. 00 53, 624. 80 June 30, 1910, amount expended during fiscal year, for maintenance of improvement________--_ 33, 104. 91 July 1, 1910, balance unexpended _________-___________________ 20, 519. 89 July 1, 1910, outstanding liabilities_______ ____________________ 1, 786. 70 July 1, 1910, balance available____ ___--__________________ 18, 733. 19 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ovem__.... nt......_ (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) Tchula Lake.-This is an arm of Yazoo River, about 60 miles long, and east of Honey Island, in Holmes County. Before improve- ment 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, 1910, was $34,886.73. The work was practically completed and the stream put in safe navigable con- dition in 1895 at an expenditure of $21,000. Since 1902 $13,886.73 has been expended for maintenance. During the fiscal year ending June 30, 1910, work for maintenance extended from the mouth upstream about 26 miles to the mouth of Black Creek. The available funds will be applied to continuing work for main- tenance. The amount required for expenditure during the fiscal year ending June 30, 1912, in addition to the balance unexpended July 1, 1910, will be applied to the removal of obstructions, including snags, over- hanging trees, drift, etc., and the maintenance and operation of snag a See consolidated money statement on page 598. 596 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and dredge boats. This additional work is for maintenance and extension of benefits. July 1, 1909, balance unexpended----------------------------- $6, 037.91 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_-- _-_______--- 2, 924. 64 July 1, 1910, balance unexpended ----------------------------- 3, 113. 27 Amount required for expenditure in fiscal year ending June 30, 1912, 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. (f) Steele and Washington bayous and Lake Washington.-Steele Bayou enters Yazoo River 1.6 miles above Old River, near the head of the Yazoo diversion route past Vicksburg. It is the outlet of Lake Washington, with which it is connected by Washington Bayou, a stream about 7 miles long. Before improvement it was obstructed by snags, stumps, drift, leaning timber, etc. The original project of July 5, 1884, contemplated removal of these obstructions in Steele Bayou, and the river and harbor- act of August 5, 1886, included Washington Bayou in the project, the same kind of work being required in that stream. The amount expended to June 30, 1896, was $12,500. No work has been done since. The existing project, adopted in the river and harbor act approved June 25, 1910, contemplates the removal of snags, logs, stumps, over- hanging trees, etc., obstructing navigation of Steele and Washington bayous and Lake Washington from the mouth of Steele Bayou to Glen Allan, on Lake Washington, in accordance with plan printed in House Document No. 904, Sixtieth Congress, first session. Most of these obstructions have been added since work under the original project was suspended. The estimated cost of the work is $15,000; $5,000 to be expended the first season, and to be followed by expendi- tures of about $2,500 per annum for four years. Work under the recent allotment will be commenced as soon as practicable. The bayous are of ample width for navigation and the relative elevations of Lake Washington and the water surface of Mississippi River at Vicksburg at high stages indicate that the water is backed up into Steele Bayou sufficiently to give depth for large boats during several months of the year. When the obstructions are removed the streams will be navigable in fact to Glen Allan, estimated dis- tance 60 miles. The commerce affected by the project consists of the crop of 20,000 to 30,000 bales of cotton per year grown in the alluvial area between the Mississippi River and Deer Creek, about 5 to 12 miles wide and 40 miles long; the products of an oil mill at Glen Allan and of two sawmills on Steele Bayou, and return freights. Present navigation is limited to occasional small tows propelled by gasoline boats. No large boats are reported to have navigated the bayous since the flood of 1897, when they became choked with logs and trees brought in during the overflow. For information regarding work under the original project refer- ence is invited to the Report of the Chief of Engineers for 1895, aSee consolidated money statement on page 598. RIVER AND HARBOR IMPROVEMENTS. 597 page 1948. Reports of examinations were published in Report of the Chief of Engineers for 1884, page 1360, and in House Document No. 904, Sixtieth Congress, first session. Amount allotted from appropriation made by river and harbor act approved June 25, 1910_ - $5, 000. 00 July 1, 1910, balance unexpended-- - 5, 000.00 Amount (estimated) required for completion of existing project_--- a 10, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _------ ---------------- (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. (g) Bear Creek.-Bear Creek enters Yazoo River about 6 miles above Belzona. Miss. The navigable portion is about 25 miles long and extends through four lakes at the lower end, the connections be- tween which are dry at low water, and require a stage of 15 feet in Yazoo River to enable small boats to run. At favorable stages, which exist during an average of three months per year, navigation is difficult, as the connecting water courses are grown up with trees and brush. The project adopted in the river and harbor act approved June 25, 1910, contemplates cutting out the undergrowth which obstructs the 12 miles of water course connecting Threemile, Sixmile, Fourmile, and Wasp lakes, to afford greater ease and safety to navigation at high stages, in accordance with plan printed in House Document No. 908, Sixtieth Congress, first session. The estimated cost of the work required is $3,000, to be followed at end of about three years by an appropriation of $2,500 for maintenance. The recent allotment will be applied to carrying out the project as soon as practicable. The lands along the creek are well developed, and the commerce affected by the project consists of an annual production of about 5,300 bales of cotton, valued, with the seed, at nearly $500,000. In addition, there are four sawmills on the creek, cutting 7,000.000 or 8,000,000 feet per annum, one shingle mill, and one mill making wagon-wheel rims. With exception of the latter, the mills are from 2 to 6 miles from the railroad. Reports of examinations were published in Reports of the Chief of Engineers, 1882, page 1563, and 1895, page 1990, and House Docu- ment No. 908, Sixtieth Congress, first session. Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ______ __ ----------- $3, 000. 00 July 1, 1910, balance unexpended_------ -- - 3, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ---------------- (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. The chief shipments 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 nineteen years ranges between 102,098 and 544,503 short tons annually, with values estimated at $2,840,000 to $9,198,000, the average being 248,303 short tons, valued at $5,624,300. a Exclusive of the balance unexpended July 1, 1910. c See consolidated money statement on page 598. 598 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight rates on cotton by boat are about 50 per cent less than by rail; on cotton seed about 33. 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 resume of the work performed in Yazoo, Tallahatchie, and Big Sunflower rivers is given inthe Report of the Chief of Engineers for 1896, pages 1613, 1626, and 1630. A resume of work in Coldwater River is given in the Report of the Chief of Engineers for 1885, page 1518. Subsequent annual reports of the district officers give each year's operations only. 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. Reports of an examination and survey of Big Sunflower River from near Baird to mouth of Hushpuckena River, made in 1907 and 1908, were printed in House Document No. 1251, Sixtieth Con- gress, second session. CONSOLIDATED. July 1, 1909, balance unexpended ----------------------- ------ $98, 040. 78 Amount appropriated by river and harbor act approved June 25, 1910 ____ -- ____------------------------------ 39,000.00 Amount received from sales of property _-__ _____ ___---_----- 62. 50 137, 103. 28 June 30, 1910, amount expended during fiscal year: For constructing snag boat----------------------- $7, 725. 56 For maintenance of improvement_----------- 61, 899. 02 69, 624. 58 July 1, 1910, balance unexpended------------------------------- 67, 478. 70 July 1, 1910, outstanding liabilities--------------------- __ 2,226. 06 July 1, 1910, balance available_---------------------------------- 65, 252. 64 Amount (estimated) required for completion of existing project_ _ a 10, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ _-__ ____ a 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 V 7.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, of the following localities within this district were duly submitted by the district officer. They were re- a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 599 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 Cassidy Bayou (locally known as Moores Bayou), from the mouth, near Marks, to Belen, Miss.-Re- port dated August 19, 1909, is printed in House Document No. 324, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 2. Preliminary examination of Bogue Phalia, Mississippi, from its mouth to the Forks of the Bogue.-Report dated August 4, 1909, is printed in House Document No. 329; Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 3. Preliminaryexamination, with plan and estimate of cost of im- provement, of Bayou Pierre, Mississippi, from the mouth to Port Gibson.-Reports dated August 6 and September 23, 1909, respec- tively, are printed in House Document No. 701, Sixty-first Congress, second session. The locality is not considered worthy of being under- taken by the General Government. The local officer was also charged with the duty of making prelimi- nary examinations and surveys provided for in the river and harbor act of March 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Ouachita River, Arkansas and Louisiana. 2. Red River, Louisiana and Arkansas. IMPROVEMENT OF RIVERS AND HARBORS IN THE LITTLE ROCK, ARKANSAS, DISTRICT. This district was in the charge of Maj. M. L. Walker, Corps of Engineers. Division engineer, Col. W. H. Bixby, Corps of Engineers (now Brigadier-General, Chief of Engineers, U. S. Army). 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 in- clude removing 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 im- proving 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. 600 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 hun- dred 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 ses- sion; 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 channel by dikes and dams, permeable or solid, of such construction as the local conditions require, and to hold the channel so obtained by revetment where necessary." The improvement authorized 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 operations 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 improving Arkansas River, Arkansas, $903,311.93 for original construction, $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. To June 30, 1910, there had been expended under the consolidated project for Arkansas River $256,860.75, of which $198,269.47 was for operating snag boats, $38,121.28 for operating a hydraulic dredge, and $20,470 for maintaining works of permanent improvement. The total expenditures, under all projects to June 30, 1910, is $2,505,945.95, of which $1,229,923.60 is for operating snag boats, $38,121.28 is for operating a hydraulic dredge, $903,311.93 for original construction of works of permanent improvement, and $334,589.14 for maintenance of those works. Other expenditures on this river are shown in this report under the headings "Arkansas River at Pine Bluff and White River at Augusta Narrows," page 603 of this report, and "Arkansas River at Pine Bluff," page 604 of this report. After expending $1,237,901.07 in the construction and maintenance of works, the per- manent improvement of the stream was abandoned before completing the project. Snagging operations have improved the channel in the permanent reaches; in other localities the improvement has been tem- porary and must be repeated from time to time. The operations of this fiscal year consisted in maintenance of chan- nel by snagging operations between the mouth of the river and Ozark, 318 miles, with the snag boats C. B. Reese and Arkansas. Two thou- RIVER AND HARBOR IMPROVEMENTS. 601 sand one hundred and eighteen snags were removed from the chan- nel, 24,369 trees were cut on caving banks, and 5 drifts were broken up. At the close of this fiscal year the channels of the river above Pine Bluff are in good condition so far as snags and similar obstruc- tions are concerned. In the lower reaches of the river there have been an unusually large number of sliding banks during the past spring, and considerable work will be required to restore the chan- nels to their ordinary condition. Fort Gibson, on Grand River, 2 miles above its mouth and 463 miles from the mouth of the Arkansas River, is the head of steam- boat navigation. 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. " Generally, the maximum draft that can be carried at ordinary low water is 3 feet from the mouth of the river to Pendleton (42) ; 2 feet from Pendleton (42) to Swan Lake (80); 1 feet from Swan Lake (80) to Webbers Falls (430'); and 1 foot from Webbers Falls (430) to mouth of Grand River (461). The periods of navigation by steamboats 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 9 Mouth to Grand River (461 miles).........--------------------.........----.............--------...----------........ 4 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. Because of the main channel of the river having left the draw spans of the Rob Roy Bridge (9 miles below Pine Bluff) the larger boats have not been able to pass that bridge except when the river was above 11.5 or 12.5 feet on Pine Bluff gauge. This interruption has through packets from Memphis for Pine Bluff and Little Rock has caused a marked decrease in the quantity of plantation products and general merchandise moved over the river. The bridge is now rebuilding, and when completed will be fitted with two draw spans, one over the present main channel and one over the old channel. This work should be completed about the middle of September, 1910. Commercial statistics, year ending May 31. Year. Short Value. Year. Short Value. tons. tons. 1894......................... 63,563 $2,846,395 1903.....---------..........--....-------...... 86,068 $2,389,020 1895 ........................ 50,498 2,380,420 1904--------.........---.........----------...... 92,041 2,078,893 196 ........................ 54,261 2,408,720 --------------- 1905.........----................ 86,458 1,636,930 1897.............--------........... ----------- 66,077 1,657,218 1906......................... 103,214 1,512,719 1898........................ 58,578 1,626,756 1907......................... 104, 593 2,192, 531 1899........................ 68,057 2,470,131 1908. -.-....-.-.. . - ...- 103,919 2,150,269 1900 ...-............ ......... 75,654 2,078,940 1909.....................-- .... 92,455 2,122,105 1901- ...... ...... -........- 71,998 2,623,797 1910......................... 62,172 1,630,338 1902..............-- ........ .. 40,557 1,630,297 602 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Rafted saw logs floated with the current made up 13 per cent of the commerce reported. Plantation products and supplies and timber products made up the steamboat commerce. It does not appear that the improvement of the river in late years has had any marked effect on intrastate freight rates, either by water or by rail. In 1900 and 1901 the improvement of the river reached its highest state of de- velopment. Since that time the permanent works have been per- mitted to deteriorate, and the snag boats working alone have not been able to extend the development any. The intrastate rail rates are controlled by a state railway commission and are based on a " stand- ard distance tariff," and the river is not taken into consideration in making this tariff. This statement applies to all the rivers in the State of Arkansas. The balance available July 1, 1910, will be expended in mainte- nance of channel by snagging operations and in maintenance of per- manent works at Pine Bluff. The district officer states that the river is worthy of such maintenance. Also, he explains the need of a plant at an estimated first cost of $55,000 for maintaining other existing permanent works and for prevention of cut-offs, provided it is the desire of Congress that such works be maintained and cut-offs be prevented. The amount estimated for the fiscal year ending June 30, 1912, is for maintenance of channel by snagging operations and for maintenance of permanent works at Pine Bluff only. It is based on the assumption that appropriations will be made annually here- after and takes into consideration the probable balance that will be available July 1, 1911. References to the principal examinations and surveys of this river are given on page 401 of the Annual Report for 1904. Examinations and reports since then are: Vicinity of Douglas, Ark., House Document 69, Sixty-first Congress, first session. Mouth to Muskogee and at Pine Bluff, House Document 71, Sixty-first Con- gress, first session. Fort Smith to Tulsa, House Document 206, Sixty-first Congress, second session. Between Little Rock and Ozark, House Document 510, Sixty-first Congress, second session. July 1, 1909, balance unexpended_ $39, 436. 80 Amount appropriated by river and harbor act approved June 25, 1910-------- ----------- 51, 000. 00 90, 436. 80 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------- 29, 065. 18 July 1, 1910, balance unexpended----------- 61, 371. 62 July 1, 1910, outstanding liabilities__ 8, 383. 39 July 1, 1910, balance available-------- 52, 988. 23 Amount required for expenditure in fiscal year ending June 30, 1912, 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 W 1.) 2. Improvement of Arkansas River, Arkansas, dredging.-The ap- propriation of June 25, 1910, for dredges and dredging in the Arkansas a See consolidated money statement on page 603. RIVER AND HARBOR IMPROVEMENTS. 603 River is based on reports printed in House Documents No. 71, Sixty- first Congress, first session, and No. 510, Sixty-first Congress, second session. The contemplated work is that of procuring and operating two suction dredges on the river between its mouth and Ozark, 318 miles, at an estimated cost of $349,000 for plant and $118,700 annually for its operation. The object is to demonstrate the effectiveness of improving the channel by this method and at the same time aid and encourage navigation. Statement of the original condition of the river, ranges between extreme high-water stages, commercial statistics, etc., are given in the general report for "Arkansas River, Arkansas " (Appendix 1 of this report). There was no work done nor were there any expenditures made under this head during the fiscal year ending June 30, 1910. The balance made available by the river and harbor act of June 25, 1910, will be expended in procuring plant and in its operation. The amount estimated as being needed during the fiscal year 1912 is for dredging operations. The general project for the improvement of the Arkan- sas River provides for dredging; therefore it is recommended that appropriations for this work be consolidated with those for the gen- eral improvement of the river in future river and harbor bills. Amount appropriated by river and harbor act approved June 25, 1910 _---------- ---------------------------------------- $375, 000. 00 July 1, 1910, balance unexpended ____- _____--__________ 375, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, 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, 1909, balance unexpended_____________________________ $39, 436. 80 Amount appropriated by river and harbor act approved June 25, 1910_ 426, 000. 00 465, 436. 80 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement___------------------ 29, 065. 18 July 1, 1910, balance unexpended______________________________ 396, 934. 82 July 1, 1910, outstanding liabilities_____________________________ 8, 383. 39 July 1, 1910, balance available______________________________ _ 388, 551. 43 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ________________ b6 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 W 2.) 3. Arkansas River at Pine Bluff and White River at Augusta Nar- rows, 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 the construction a See consolidated money statement on this page. b Exclusive of the balance unexpended July 1, 1910. 604 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of a levee and revetment at Augusta Narrows, on White River, and the construction of a levee along Vaugine Neck, opposite Pine Bluff, on the Arkansas River, and that such amount of the $100,000 ap- propriated by that act as was not needed for those works be reserved for repairs or for further work that might be found necessary. The works recommended by the Board have been completed, and the balance of the appropriation not used on those works was made available for use in repairing and restoring the revetment works along the town front of Pine Bluff, the major portion of those works having been destroyed by two freshets that occurred in October and November, 1908. For use in connection with that balance, $20,000 was allotted from the emergency funds provided by river and harbor acts of 1905 and 1907. The work done under this balance and the allotments was that of building 3,100 linear feet of subaqueous mat- tress, 120 feet wide, from State street to Kentucky street, and pav- ing 1,800 linear feet from Tennessee street to Kentucky street. No work was done under this appropriation title this fiscal year. The expenditures during the year were in payment of liabilities in- curred last year. The river and harbor act of March 3, 1909, made a direct appropriation for work at Pine Bluff, and report of work done there during this fiscal year will be found under the heading "Arkansas River at Pine Bluff." To June 30, 1910, the expenditures under this heading have been $117,909.10, of which $15,595.72 was for Augusta revetment, $10,186.05 for Augusta levee, $55,200 for levee along Vaugine Neck, and $36,927.33 for maintenance and restoration of works at Pine Bluff. Two thousand and forty-three dollars of the $20,000 allotted from emergency river and harbor acts were returned to the Treasury. The balance on hand July 1, 1910, will be expended in payment of outstanding liabilities. July 1, 1909, balance unexpended--____ $3, 551. 26 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------ ----- 3, 503. 36 July 1, 1910, balance unexpended -_--------- -------------- 47. 90 July 1, 1910, outstanding liabilities- ___ 47. 90 (See Appendix W 3.) 4. Arkansas River at Pine Bluff, Ark.-This work is that of com- pleting the restoration of 9,200 linear feet of revetment work that was built along the town front of Pine Bluff in fiscal years 1892-1896 and which was destroyed during freshets in October and November, 1908. The rebuilding of this revetment was begun under the appro- priation title "Arkansas River at Pine Bluff and White River at Augusta Narrows, Arkansas." The work done under this title- "Arkansas River at Pine Bluff "-this fiscal year was that of building 3,977 linear feet of channel mattress 120 feet wide, 2,821 linear feet of reenforcing mattress 100 feet wide, grading and paving 7,310 linear feet of bank, and making some minor repairs to paving where it had been displaced by wave wash and by surface water flowing down the slope. Taken in connection with the work done under the appropriation title "Arkansas River at Pine Bluff and White River at Augusta Narrows" and that done by the citizens of Pine Bluff last fiscal year, the work this year completes the project with the exception of paving the bank from the 6-foot stage down to low RIVER AND HARBOR IMPROVEMENTS. 605 water. The total length of the work from Dike No. 3 to Lone Tree Point is 9,360 feet. The expenditures under this head to June 30, 1910, are $80,966.40. The balance available July 1, 1910, will be expended in completing the paving below the 6-foot stage. No fur- ther appropriations are recommended under this title, the river and harbor act of June 25, 1910, having made provision for the mainte- nance of the work under the heading, "Arkansas River, Arkansas." For commercial statistics, physical characteristics of the river, and estimate for fiscal year 1912, see "Arkansas River, Arkansas." July 1, 1909, balance unexpended --- ______-_-__----- $92, 677. 84 June 30, 1910, amount expended during fiscal year, for maintenance of improvement________________ 76, 444. 24 July 1, 1910, balance unexpended----- -------- 16, 233. 60 July 1, 1910, outstanding liabilities 2, 359. 76 July 1, 1910, balance available __ -- 13, 873. 84 (See Appendix W 4.) 5. 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 im- provement above Jacksonport was under appropriations confined to that portion of the stream. The act of July 5, 1884, was the first independent 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 606 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. separate appropriations for the whole river, or for reaches of it, to the close of the fiscal year ending June 30, 1910, there had been expended $463,299.25. Of this amount $362,801.57 had been expended on projects prior to March 3, 1899, and $100,497.68 had been ex- pended on maintenance of channel below Batesville. 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. The operations of this fiscal year were for maintenance of channel below Batesville (302) by snagging operations. The snag boat Quapaw operated above Devall Bluff (125) for three months, the C. B. Reese below Devall Bluff (125) six weeks, and the Arkansas below the mouth of Little Red River (183) five weeks. By the com- bined operations of these boats 1,123 snags were removed from the channel, 62 drifts broken up, and 5,549 overhanging trees cut. At the close of this fiscal year the channel is in about the ordinary con- dition. 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. Commercial statistics, year ending May 31. Year. tons. Value. Year.Short Value. 1895......................... 73,759 $2,494,377 1903.... -.... ... ......... 140,013 $882,225 1896....................... .. 74,882 2,056,991 1904.. ..................... 193,498 1,021,778 1897......................... 73,962 2,435,814 1905...... ............. 134,588 770,689 1898 ....-.. ... .......... 102,337 1,415,013 1906....... ----------.100,083 766,138 1899 ......................... 117,891 1,619,351 1907...... ...... 127,812 830,659 1900 ........................ 134,696 2,244,222 1908. -..--..... .... ..... 161,246 962,508 1901......................... 148,574 1,700,355 1909 ........................ 134,200 671,230 1902 ....................... 184,066 1,242,438 1910....................... 141,771 619,718 Forest products made up the bulk of the commerce. Twenty- three per cent of the commerce reported was rafted saw logs floated with the current. The balance available July 1, 1910, will be expended in maintenance of channel below Batesville by snagging operations. The amount es- timated as being needed during the fiscal year ending June 30, 1912, is for the same purpose. 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 RIVER AND HARBOR IMPROVEMENTS. 607 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, and report of examination at Augusta Narrows is given in House Document 71, Sixty-first Congress, first session. July 1, 1909, balance unexpended------------------------------ $22, 941.57 Receipts from sales__ -5. 05 Amount appropriated by river and harbor act approved June 25, 1910_ 17, 500. 00 40, 446. 62 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_______________________ 15, 296. 12 July 1, 1910, balance unexpended ------------ 25, 150. 50 July 1, 1910, outstanding liabilities___ -- ____------------2, 021. 62 ---------------------------------- July 1, 1910, balance available_ 23, 128. 88 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ---------- a 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 W 5.) 6. Upper White River, Arkansas.-Earlier works 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. To the close of the fiscal year ending June 30, 1910, there have been expended on this work $813,266. Three locks and dams have been built and are operated under the indefinite appropriation for " Oper- ating and care of canals and other works of navigation." A board of engineers appointed pursuant to requirement of the river and harbor act of March 3, 1905, to consider this project reported the construction of further locks and dams not desirable. This report is printed in House Document No. 150, Fifty-ninth Congress, first session. Forsyth, Mo., 204 miles above Batesville, is the head of steamboat navigation. The channel depths over the shoals in the unimproved 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. For commercial statistics, see report on " Operating and care of locks and dams, Upper White River, Arkansas." No work done this year. The expenditures during the year were payments of liabilities incurred in previous years. a Exclusive of the balance unexpended July 1, 1910. 608 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended --------------------------------- $513. 53 June 30, 1910, amount expended during fiscal year, for works of im- provement 71. 00 a------------------------ July 1, 1910, balance unexpended-------------------------------- b442. 53 July 1, 1910, outstanding liabilities -------------------------------- 442. 53 (See Appendix W 6.) 7. Operating and care of Loclks 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, 18.4 feet above the crest of Dam No. 2, and 25.2 feet above the crest of Dam No. 3. 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. The lowest stages this fiscal year were 0.0 foot at crest of Dam No. 1 and 0.3 foot on crest of Dam No. 2, on September 29, 1909, and 0.5 foot on crest of Dam No. 3, on October 28, 1909. The expenditures during this fiscal year were for ordinary operating expenses of the locks and for minor repairs to structures and plant. The total amount expended under this head to June 30, 1910, is $155,293.38, of which $23,184.21 was expended this fiscal year. Commercial statistics, year ending May 31. Lock No. 1. Lock No. 2. Lock No. 3. Freights that did Year. not pass Frihs Lock- FLock- through ages. Lock- Freights. ages. - Freights. ages. esk- Freights. aroukgh a lock. Number. Shorttons. Number. Short tons. Number. Short tons. Short tons. 1904........................... a115 8,320 ............................... 7,335 1905............................ 244 8,771 b60 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 c126 4,337 7,533 1909.......................... 190 4,427 549 14,143 310 7,162 5,143 1910.......................... 137 893 803 17,934 527 9,107 2,306 a Four months. b Three and one-half months. o Five months. (See Appendix W 7.) 8. 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. a Lock and Dam No. 1, $10.31; Lock and Dam No. 3, $60.69. b Lock No. 1, $204.19; Lock No. 2, $83.75; Lock No. 3, $154.59. RIVER AND HARBOR IMPROVEMENTS. 609 The river and harbor acts of August 18, 1894, and June 3, 1896, each authorized the Secretary of War to expend $2,000 of the White River appropriations on this stream. The funds obtained from those acts and from subsequent ones have been expended in maintenance of channel below James Ferry, 79 miles above the mouth of the river, by snagging operations. To June 30, 1910, there had been expended on this work $22,008.10, of which $9,000 was for work under the original project and $13,008.10 was for maintenance of channel. The operations this year were for maintenance of channel below James Ferry, 79 miles. A chopping party worked over this part of the river in November and December, removing 876 snags, cutting 1,706 trees, and breaking up 8 drifts. The operations have been of material benefit to commerce in length- ening the navigable periods by rendering the natural depths of the stream available for navigation purposes. Grays Bridge, 95 miles above the mouth of the river, is considered the head of steamboat 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 inches during lowest water. During high-water seasons rafts are run from 100 or more miles above Grays 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 Reports of the Chief of Engineers for 1887, page 1547, and 1895, page 2037. Report of examination of upper Cache River above the lower line of Jackson County is given in House Document 176, Fifty-ninth Congress, second session. Commercial statistics, year ending May 31. Year. Short tons. Value. Year. Short tons. Value. 1895............. ............ 12,603 $25,494 1903......................----- 16,843 $109,681 1896..--...--................ 20,748 62,483 1904-..-..................... 15,865 49.601 1897 ... ................... - 34,990 108,460 1905........................ 11,660 29,860 1898....-----.... --.... ........... 10,193 36,635 1906....... ................ 10,942 31,777 1899.----............. .......... 7,667 52,936 1907....................... 13,050 39,225 1900 ............. ............ 11,215 29,961 1908. .. ... ........... 21,173 59,254 1901........................... . 10,374 30,100 1909 .. 9,420 36,150 1902....... .. ----.............- 15,676 40,301 1910........................ 23,426 72,070 The tonnage reported this year was made up of rafted saw logs and barged railway ties. The balance available July 1, 1910, and the additional appropria- tion recommended will be expended in snagging operations for maintenance of channel. 0 56932 -ENG 1910-39 610 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1,. 1909, balance unexpended__-------------------------------- $3,'015. 64 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 6, 015. 64 June 30, 1910, amount expended during fiscal year for maintenance of improvement------------------------------------ 2, 023. 74 July 1, 1910, balance unexpended___ 3, 991. 90 July 1, 1910, outstanding liabilities-------------------------_- 20. 00 July 1, 1910, balance available ----------------------------------- 3, 971. 90 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ ---------------------------- a3, 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 8.) 9. 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 22 feet on the shoals, but this was not available on account of snags and similar obstructions. Above the mouth of Current 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 project 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, 1910, there had been expended on this work $172,876.39. 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 21 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 expenditures this year were for maintenance of channel by snagging operations and for maintenance of plant. The snagging operations were carried on by the hand-propelled snag boat River- side, working between Poplar Bluff and the mouth of Current River, a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 611 123 miles, and by the snag boat Quapaw, working between the mouth of the river and the mouth of Current River, 116 miles. By these operations 1,344 snags were removed from the channel, 2,979 trees cut, and 15 drifts broken up. The Quapaw was sent to the docks at Helena, Ark., in April, 1910, for the purpose of receiving extensive repairs to the hull. The boat is on the docks there at the close of the fiscal year. The Riverside was beached and repaired at Poplar Bluff in May and June, 1910. 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) CurrentRiver.-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 appropriation 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, 1910, there has been expended on this river $45,191.87, $7,000 of which was in the early work mentioned above, leaving $38,191.87 as the amount expended on the existing project. Of this latter amount, $28,191.87 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. The expenditures this fiscal year were for maintenance of channel by snagging operations carried on by the snag boat Quapaw from 612 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the mouth to the mouth of Little Black River, 32 miles; by the snag boat Riverside from the mouth of Little Black to Doniphan, 21 miles; and by a chopping party between Doniphan and Van Buren, 41 miles. By these operations, 948 snags and 24 bowlders were re- moved from the channel, 2,637 trees cut, and 26 drifts broken. Commercial statistics. Black I liver. Current River. Year ending May 31- Short Value. Short tons. Value. tons. i 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 43,050 1899....---..--.........................................------------------------------------------. 529,336 83,404 239,869 1900 ...................... ................................. 966,961 129,698 578,834 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 1909....................... ........................... 439,355 86,070 36,802 10,735 1910.........................-........ .... .. 471,219 75,677 124,001 25,082 Logging and kindred industries furnished the bulk of the com- merce. Of the commerce reported this year 29 per cent of that on Black River and 77 per cent of that on Current River was rafted sawlogs and railway ties. The balance available July 1, 1910, will be expended in snagging operations and in completing repairs to the snag boat Quapaw. The amount estimated as being required for the fiscal year ending June 30, 1912, is for maintenance of channel by snagging operations and is based on the assumption that river and harbor bills will be made annually hereafter and takes into consideration the probable balance that will be available July 1, 1911. BLACK RIVER. July 1, 1909, balance unexpended-------------------------------$12, 881.26 Amount allotted from appropriation made by river and harbor act approved June 25, 1910---------------------------------------13, 500.00 26, 381. 26 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -------------------- 7, 017. 15 July 1, 1910, balance unexpended --- --------------------- 19, 364. 11 July 1, 1910, outstanding liabilities ------------------------------- 3, 064. 36 July 1, 1910, balance available___ 16, 299. 75 Amount required for expenditure in fiscal year ending June 30, 1912, 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. a See consolidated money statement on page 613. RIVER AND HARBOR IMPROVEMENTS. 613 CURRENT RIVER. July 1, 1909, balance unexpended--------------------------------$6, 371. 29 Amount allotted from appropriation made by river and harbor act approved June 25, 1910 ---------------------------------------- 6, 000. 00 12, 371. 29 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 3, 728. 16 July 1, 1910. balance unexpended--------------------------------8, 643. 13 July 1, 1910, outstanding liabilities-------------------------------2, 023. 91 July 1, 1910, balance available ----------------------------------- 6, 619. 22 Amount required for expenditure in fiscal year ending June 30, 1912, 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, balance unexpended ----------------------------------- $19, 252. 55 Amount appropriated by river and harbor act approved June 25, 1910_ 19, 500. 00 38., 752. 55 June 30, 1910, a mount expended during fiscal year, for maintenance of improvement--------- ----------------------------------- 10, 745. 31 July 1, 1910, balance unexpended _____-______________ _ 28, 007. 24 July 1, 1910, outstanding liabilities------------------------------5, 088. 27 July 1, 1910, balance available ---------------------------------- 22, 918. 97 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_--------------_--- b 7, 100. 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 9.) 10. 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 a See consolidated money statement on this page. l Exclusive of the balance unexpended July 1, 1910. 614 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, $127,- 622.42. This amount, however, does not include the expenditures on St. Francis River while it was combined with White River, as those 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 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 on 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 during 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. Report of examination of St. Francis River with a view to open- channel improvement is given in House Document No. 163, Fifty- ninth Congress, first session. The operations this fiscal year were for maintenance of channel and consisted in operating the snag boat A. B. Johnson between the mouth of St. Francis River and Broadmouth Bayou, 151 miles, and between the mouth of L'Anguille and Marianna, 8 miles. In the two RIVER AND HARBOR IMPROVEMENTS. 615 rivers 1,127 snags were removed from the channel, 1,840 trees cut, and 10 drifts broken up. In May and June, 1910, the snag boat A. B. Johnson was placed on the docks at Helena and thoroughly repaired. Commercial statistics, year ending May 31. Year. Short Value. Year. Short Value. 1894.................. .......19,763 $98,375 1903........................ 88,035 $294,495 1895................. ....... 38,107 321,439 1904.................... .. 119,172 423,469 1896 ......................... .... 67,740 401,457 1905....................... 142,098 590,560 1897 ....................... 97,348 1,117,891 1906....................... 137,319 472,257 1898 ....................... 23,819 237,481 1907 ..................... ... 151,015 833,397 1899....................... 27,892 315,459 1908....................... 286,820 1,376,757 1900 ........................ 45,065 194,237 1909 ....................... 160,057 1,148,855 1901 ........................ 57,102 272,609 1910........................... 180,270 679,662 1902 ........................ 85,831 269,190 Forty-four per cent of the commerce reported was rafted saw logs floated with the current. The balance available July 1, 1910, will be expended in the im- provement of Blackfish Bayou up to Fifteenmile Bayou by snagging operations and in the maintenance of channel in St. Francis and L'Anguille rivers by similar operations. The amount estimated as being needed during the fiscal year ending June 30, 1912, is for main- tenance of channels in St. Francis and L'Anguille rivers and in Blackfish Bayou. (c) Blackfish Bayou, Arkansas.-Blackfish Bayou is one of the principal drainage channels for the lower portion of the St. Francis Basin. Its headwaters are in the west central portion of Crittenden County, from where it flows in a southwesterly direction through the eastern portion of St. Francis County to near the south line of that county, where it empties into St. Francis River 44 miles above the mouth of that stream. From the St. Francis River up to the mouth of Fifteenmile Bayou-about 6 miles-Blackfish Bayou has a low- water width of 125 to 150 feet, a width of 250 to 300 feet when at bank-full stage, a low-water depth over the controlling shoals slightly greater than that over the shoals in St. Francis River, neither stream being navigable by boats of commerce during low-water periods. The navigable stages of Blackfish Bayou up to the mouth of Fifteenmile Bayou, like those of the lower St. Francis River, are controlled by the stages of the Mississippi River, and backwater from the Missis- sippi River gives a navigable stage in Blackfish Bayou up to Fifteen- mile Bayou when the Memphis gauge reads 15 feet and above. The existing project, adopted by the river and harbor act of June 25, 1910, in accordance with report printed in House Document No. 73, Sixty-first Congress, first session, provides for the removal of snags and overhanging timber obstructing the channel in connection with similar work now being done on the St. Francis River, at an estimated cost of $500 annually, and the said act provides that of the consolidated appropriation made, not exceeding that sum may be expended, in the discretion of the Secretary of War, for the purpose stated. 616 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended------------------------------$10, 678. 50 Amount appropriated by river and harbor act approved June 25, 1910_ 9, 500. 00 20, 178. 50 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------- -- 6, 060. 39 July 1, 1910, balance unexpended--------------------14, 118. 11 July 1, 1910, outstanding liabilities 212. 94 1--------------------------- July 1, 1910, balance available ---------------------------------- 12, 905. 17 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------- a2, 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 W 10.) 11. Improvement of Saline River, Arkansas.-The appropriation of June 25, 1910, for this stream revived an old work on which noth- ing had been done since December, 1884. The original condition of the stream was such that boats of 100 tons burden could go up to Godfreys Landing (10) in ordinary low water, to Longview (38) during medium stages, and to Mount Elba (104) during high stages. Flatboating from the mouth of Hurri- cane Creek (138) could be carried on for about two months during the period of the spring freshets. The river was not navigable dur- ing low water, the low-water depths in the lower reaches being only 1.5 to 2 feet for a boat 12 feet wide, and in the upper reaches only 6 inches deep for a boat 8 feet wide. The obstructions to naviga- tion during the navigable periods were snags, drift piles, and over- hanging timber. The original project (act of June 14, 1880) was to improve the river from Turtle bar (135) to the mouth by snagging operations. The expenditures under that project were $21,500. The existing project (act of June 25, 1910) is a revival of that one so far as limits and objects are concerned. The estimated cost of work under the new project is $5,400 for first clearing the river, then $3,000 bien- nially for maintenance, in accordance with plan printed in House Document No. 1212, Sixtieth Congress, second session. The district officer recommends that this be changed to $3,000 annually. There were no expenditures on the existing project during the fiscal year ending June 30, 1910. Rafting and logging is done on the stream from points above Mournings Ferry (145). Mount Elba (104 miles above the mouth) is considered the head of steamboat navigation during high-water periods, although many years ago boats occasionally went to Hurri- cane Creek, 34 miles farther. Godfreys Landing (10 miles above the mouth) is the head of steamboat navigation during ordinary low water. Barges may be floated from the vicinity of Mournings Ferry (145 miles above the mouth) during high-water periods. The range between high and low water is approximately 28 feet throughout the portion of the river under project. No reports of commerce have been obtained for the river during the time no work was being done. House Document No. 1212, Six- a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 617 tieth Congress, second session (the one containing the report on which the present project is based) gives the quantity as 55,000 short tons of forest products during 1906 and 115,000 short tons as the prospective quantity for 1907. The balance available July 1, 1910, will be expended in snagging operations below Turtle bar. Report of a survey of this river from Benton to the mouth is printed in Annual Report for 1879, page 1006. Reports of prelim- inary examinations of it from Turtle bar to the mouth are printed in Annual Report for 1887, page 1546, and Annual Report for 1893, page 2122. The last report on a preliminary examination from Tur- tle bar to the mouth is given in House Document 1212, Sixtieth Con- gress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 400. 00 July 1, 1910, balance unexpended______________________________ 5, 400. 00 (See Appendix W 11.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, 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 Arkansas River from Fort Smith, Ark., to Tulsa, Okla., with " an estimate of the cost to make the same navigable."-Report dated June 19, 1909, is printed in House Docu- ment No. 206, Sixty-first Congress, second session. Estimates are submitted, in compliance with the terms of the act, of the cost of the permanent improvement of this section of the river, but the locality is not considered worthy of improvement by the General Government at the present time beyond occasional snagging operations, etc., under existing project for improvement of the Arkansas River. 2. Preliminary examination of Verdigris River, Oklahoma and Arkansas.-Report dated May 6, 1909, is printed in House Document No. 343, Sixty-first Congress, second session. This river is not con- sidered worthy of improvement by the General Government. 3. Preliminary examination of the North Canadian River, Okla- homa, with a view to the diversion of a portion of its waters into the Cimarron River for improving the navigation of the latter river.- Report dated May 4, 1909, is printed in House Document No. 357, Sixty-first Congress, second session. The locality in question is not considered worthy of improvement by the General Government. 4. Preliminary examination, with plans and estimates of cost of improvement, of Arkansas River between Little Rock and Ozark. Ark., with a view to improvement of navigation by locks and dams or otherwise.-Reports dated May 27 and July 31, 1909, are printed in House Document No. 510, Sixty-first Congress, second session. Three plans for improvement are submitted, but it is considered, as stated in House Document No. 71, Sixty-first Congress, first session. that the improvement should be by dredging with two government 618 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. dredges, at an estimated cost for plant, $349,000, and for operating expenses, $118,700, annually. IMPROVEMENT OF RIVERS AND HARBORS IN THE ST. LOUIS, MISSOURI, DISTRICT. This district was in charge of Col. W. H. Bixby, Corps of Engi- neers (now brigadier-general, Chief of Engineers, U. S. Army), to July 26, 1909, and from February 2 to June 7, 1910, and in temporary charge of First Lieut. C. H. Knight, Corps of Engineers, from July 27, 1909, to February 3, 1910, and from June 8 to June 30, 1910. Division Engineer, Brig. Gen. Wm.H. Bixby. 1. Removing snags and wrecks from the Mississippi River below the mouth of the Missouri River and Atchafalaya and Old rivers.- When this work was originally begun the navigation of the river was seriously obstructed by numerous 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 obstructed the navigable channels and menaced 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- 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 river and harbor act approved March 3, of that year. Specific appropriations or allot- ments were made for this work each year thereafter, except 1883, 1885, and 1887, but 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. The river and harbor act of March 3, 1909, makes so much of this appropriation, as the Secretary of War may deem necessary, available for the removal of snags and other floating and sunken obstructions in the Atchafalaya and Old rivers from their junction with the Mississippi and Red rivers down the Atcha- falaya River as far as Melville, La. No modification of the project has been made since its adoption, the plan being continuous, and new obstructions being brought down by each flood in the river. So much of the continuous appropriation as may be required each year hereafter 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 title " Improvement of Mississippi, Missouri, and Arkansas rivers," to be applied to the several streams as their needs or the terms of the law required. The available records do not show the amount applied to each stream. The approximate amount expended from July 1, 1872, to June 80, 1880, was $493,437.23, and the definitely known amount expended RIVER AND HARBOR IMPROVEMENTS. 619 from July 1, 1880, to June 30, 1910, was $2,300,759.89, making the total of approximate and known expenditures to date $2,794,197.12. From March 28, 1868 (the earliest date of available record of work done), to June 30, 1910, 99,609 snags, 104 wrecks, and 653 drift piles were destroyed, and 446,641 trees were cut, greatly improving the river and lessening the dangers of navigation. During the fiscal year in review two steel-hull snag boats were en- gaged in removing such obstructions between the mouth of the Mis- souri River and New Orleans, La., and Old River and the Atchafalaya to Melville, La., a total distance of about 1,200 miles, and 3,245 snags, 17 drift piles, and 23 wrecks were destroyed, 2,571 trees were cut, and 13,705 miles patrolled. In addition to this work, part of the funds appropriated for the removal of obstructions was expended in the partial removal of Beaver Dam rock, an obstructive and dangerous rock lying in mid- channel about 1 mile below Commerce, Mo. Beginning was made upon this work (which can only be done economically at low and favorable river stages) during the fiscal year 1908. During 1909 and the past fiscal year the work was continued, so that about one-half of the whole is now accomplished. Work will be continued at each low-water season as opportunity offers and funds are available, until the entire rock is removed to the plane desired. For information as to the commerce benefited by work under this appropriation, reference 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 Com- mission and the district officers thereunder. The amount expended during the year was $96,782.04. (See Appendix X 1.) 2. Mississippi River between Ohio and Missouri rivers.-In its original condition, prior to any improvement, the navigable channel of this section of the Mississippi River had a natural depth in many places of only 3z to 4 feet at low water. The main channels were divided by islands and bars, which formed chutes, sloughs, and sec- ondary channels, through which a considerable part of the volume of the flow was diverted to the detriment of navigation. The first systematic effort to improve this condition was begun by the Federal Government in 1872, and was continued for a number of years as appropriations were made, the works of improvement con- sisting 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 thought necessary or advisable. The project followed in later years and up to the present time has been practically that adopted in 1881, approved by letter of the Chief of Engineers dated March 31, 1881, and sought to obtain eventually within the district, at standard low water, a minimum navigable channel depth of 6 feet above St. Louis and 8 feet below that city by confining the flow of the river to a single channel hav- ing an approximate width 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 bot- 620 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tom by the river, the banks, both new and old, to be revetted or otherwise protected where necessary to secure permanency. Modi- fications of the project in the river and harbor acts of 1896 and 1902 provided that, pending the completion of the permanent improve- ment, the required low-water channel depth should be maintained each season by the use of dredges and other temporary expedients. The river and harbor act of March 3, 1905, radically changed the project by limiting work of improvement to dredging only, adopting one of the recommendations of the Board of Engineers, November 12. 1903, to the exclusion of the others. The recommendation of the Board fixed the channel depth to be obtained at 8 feet for the river reach below St. Louis, with a minimum width of 200 feet. This change in plan was modified by joint resolution of Congress, June 29, 1906, authorizing, after all dredging expenses were provided for, the application of the balance of funds remaining to the credit of the appropriation of 1905 to the repair or completion of improve- ments under the former projects or to the construction of other works useful to navigation. The river and harbor act of March 2, 1907, confirmed the change of plan to dredging and temporary expedients as principal means of channel improvement and limited expenditure for works of per- manent character first to that necessary for the maintenance and repair of works already constructed, and thereafter, with any funds remaining, to that for the construction of other works of channel regulation; but the small amounts appropriated yearly under this act almost precluded any extension of the existing system of perma- nent works. The river and harbor act approved June 25, 1910, restores the plan adopted in 1881, together with dredging, as the plan to be followed in prosecuting the improvement, with a view to its completion within a period of twelve years. The recent report of the special board on examination and survey of the Mississippi River from the Lakes to the Gulf, March 20, 1909, which virtually recommends the early completion of the 1881 project as indorsed and modified by the 1903 Board, puts the cost of such completion at $21,000,000, in addition to all amounts already ex- pended. Of this sum $750,000 has just been appropriated in the river and harbor and sundry civil acts of June 25, 1910, leaving the balance yet to be appropriated $20,250,000. The object of the previous and present plans of improvement is, therefore, 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, 1910, was $11,532,440.15, exclu- sive of $180,000 allotted by acts to projects for improvement between the Illinois and Missouri rivers, including Alton Harbor, and $1,400,000 for methods of improvement under the acts of 1905 and 1907. The result of the expenditure of this amount has been the partial permanent improvement of the entire extent of the river from St. Louis to Cairo, and during recent years practically the maintenance of the depths required. The improvement has probably had a beneficial influence on freight rates, as the rates to localities reached by water are well known to be RIVER AND HARBOR IMPROVEMENTS. 621 lower than those remote from this advantage, but an accurate estima- tion of such effect is impracticable. The new appropriation asked for is the estimated expenditure for one year only, and should be followed by such amounts annually as will permit the completion of the improvement within the period specified. It is proposed to expend the new appropriation asked for in such permanent and temporary improvements as may be necessary and authorized by law. The amount expended during the fiscal year ending June 30, 1910, was $280,619.15; for dredges and dredging, care of plant, and for maintenance and repair of existing works of revetment which had been much damaged by the action of the river and were urgently in need of such work. During the past year there was maintained a channel depth of 8 feet during the entire season when the river was unobstructed by ice, except for short periods at several places the depths were 7 feet until dredges could be brought into action upon these shoals, when the required depth was quickly obtained. At Grand Tower, Ill., natural silting up and closing of the chute east of Grand Tower Island forced the boat channel to the west of that island over a bar of gravel and small bowlders which could not be moved by the suction type of dredges in use. Contract, therefore, was made for dipper dredging to remove the bowlders and gravel in a channel 200 feet wide across this bar, down to a depth 3 feet below the zero of the Grand Tower gauge. This contract was partly com- pleted during the low-water season of the fall, but the work was much interrupted by high river stages and finally stopped by win- ter conditions. The work will be resumed and probably completed during the coming low-water season. The river at St. Louis reached a high-water stage of 31.25 feet above standard low water (4 feet St. Louis gauge) on July 16, 1909, and a low-water stage of 0.1 foot below standard low water on Decem- ber 24, 1909. With the present appliances and such others as are authorized for the temporary improvement of low-water channels and for works of permanent improvement, 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. July 1, 1909 balance unexpended-----------------------$298 093. 01 Amount appropriated by sundry civil act approved June 25, 1910_ 250, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------------- 500, 000. 00 Miscellaneous receipts--------------------------------------- 15, 085. 97 1, 063, 178. 98 June 30, 1910, amount expended during fiscal year, for main- tenance of improvement----------------------------------- a280, 619. 15 July 1, 1910, balance unexpended--- 782, 559. 83 July 1, 1910, outstanding liabilities_ -- ---- 16, 384. 37 July 1, 1910, balance available_ ---- ---- 766, 175.46 a Deduct $96.35 expended in June, 1909, on account of inspections for the Isthmian Canal Commission, which had not been refunded at the end of the fiscal year, leaving net amount of $280,522.80 expended upon the improvement, 622 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1910, amount covered by uncompleted contracts ---- - $7, 302. 19 Amount (estimated) required for completion of existing project 1881 -- -- ___._..__------------- _ _a 20, 250, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ _ a 1, 000, 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.) 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, to March 15, 1910, and in the charge of Maj. Charles Keller, Corps of Engineers since that date. Division engineer, Col. W. H. Bixby, Corps of Engineers (now brigadier-general, Chief of Engi- neers, U. S. Army). 1. Operating snag boats and dredge boats on upper Mississippi River and tributaries.-By the river and harbor act of August 11, 1888, provision was made for securing the uninterrupted work of snag boats and dredge boats on the upper Mississippi River under a permanent appropriation, the sum so expended not to exceed $25,000 annually. By river and harbor act of March 2, 1907, the annual appropriation 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. By river and harbor act of March 3, 1909, the annual appropriation for operating snag boats was also made available for similar pur- poses on the Minnesota River and other tributaries of the upper Mississippi River now or heretofore improved by the United States. This act extends the snag-boat jurisdiction on the Illinois River from Copperas Creek to La Salle, and on the Minnesota, the St. Croix, Chippewa, Wisconsin, Black, Galena, and Rock rivers. During the past fiscal year the snag boat David Tipton was em- ployed from July 1 to December 12, 1909, and from April 1 to June 30, 1910, in removing snags and other obstructions and otherwise assisting the interests of navigation in the Mississippi River between Minneapolis and the mouth of Missouri River, in the Illinois River from its mouth to La Salle, and in the Minnesota and Illinois rivers. The total amount expended for snag-boat service to June 30, 1910, is $1,074,584. The total quantity of freight transported on the upper Mississippi River during the calendar year 1909 was about 1,916,904 short tons and the ton-miles 131,290,621; in 1908, 2,581,587 short tons and 227,761,355 ton-miles. The decrease in freight tonnage is prin- cipally due to the decline of business in logs and lumber. The amount expended during the fiscal year ending June 30, 1910, was $25,000. (See Appendix Y 1.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 623 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 41 feet at low water. There was expended under the original project and the pro- visional project of 1897 to June 30, 1910, $12,108,178.42, of which about $750,000 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 $1,062,000 has been expended for harbors and levees not connected with through channel improvement and that there is still available for these purposes $786.98. 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, all of which has now been appropriated, and limited the cost of work for each year to $500,000 for three years. To June 30, 1910, the amount expended was $1,483,248.65. During the past year work in construction and repair of dams and shore protections has been carried on by hired labor and use of gov- ernment plant in vicinity of Hastings, Alma, Zumbro River, between Homer and La Moille, at Eagle Point, East Dubuque, Santa F6, Harris Slough, Clinton, Rock Island Rapids, above Keithsburg, at Atlas Island, Cottonwood Island, Hickory Chute, and Louisiana; under formal contract in Cassville Slough, at Muscatine, Port Louisa, Turkey Island, above Keithsburg, at Lead Island, Burlington Island, Thompson Island, Fox Island, Gregorys Landing, 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 624 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, 1910, 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. The navigation interests are important, although much less than in former years, owing to the gradual decrease of the handling of logs and manufacture of lumber. The amount of freight carried during the season of 1909 was about 1,916,904 short tons, having an approxi- mate value of $25,354,524, the tonnage being about 26 per cent and the valuation 24 per cent less than in 1908. The number of ton-miles was 131,290,621. The amount required for expenditure is to be used in the continu- ation of improvement work, in accordance with the 6-foot project adopted by"Congress March 2, 1907, for the purpose of extension of benefits of navigation. It is the estimated expenditure for one year only. Instances of the effect of water competition on freight rates apply- ing to that portion of the Mississippi River in question are shown in the following table compiled by the local officer from railroad and steamboat tariffs: Freight rates charged by rail and river from St. Louis to several points on upper Mississippi River on classes 1, 2, 3, and 4, western classification, and also from those points to Chicago where no river competition exists. [In cents per 100 pounds.] 1. 2. 3. 4. To- To- 1. 2. 3. 4. Miles. Miles. St. Louis...... .. 0 0 ... ...................... .. .... ... Chicago. 284 43.335.227.522.0 Quincy-. ..- 140 155 27.0 22.0 21.0 17.0 15.0 12.0 12.0 8.0 ... do..... 7 263 42.0 34.7 27.0 21. Burlington.. .. 222 234 39. 6 33.0 32.0 26.0 24. 8 20. 0 18. 0 13.5 ... do..... 206 39.6 32.024. 819. 9 Rock Island 249 313 41. 2 33.0 33. 4 26.0 25. 9 20. 0 20. 8 15. O0...do..... 18137. 529. 823.118.7 and Daven- port. 5 Clinton........ 287 349 42.8 33.0 34.7 26.0 27.1 20.9 20.8 15.0 ... do..... 13837. 29.823.118.7 Dubuque...... 347 411 45.9 33.0 37.6 26.0 29.7 20.0 23.0 15.0...do..... 16738.430.723.519.1 Prairie duChien 402 do..... 239 50 42 33 23 468 50.0 34. 0 42. 0 28.0 33.0 22.0 23.0 16.0 ... La Crosse...... 461 532 50.0 34.0 42.0 28.0 33.0 22.0 23.0 16.0 ... do..... 27150 42 33 23 Winona ........ 488 do..... 297 50 560 50.0 34.0 42.0 28.0 33.0 22.0 23.0 16.0 ... 42 33 23 St. Paul...... 576 do..... 410 60 676 63.0 40.0 52.5 34.0 42.1 27.0 26.0 17.0 ... 50 40 25 Taking fourth-class freight as an example it will be seen that the steamboat rates are about 66 per cent of the rail rates where there is water competition, but on the inland routes to Chicago the rail rates are much greater than for corresponding distances along the river. While it is not claimed that river improvements are solely re- sponsible for the great difference in freight rates as shown, it is well 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 feasible, and largely in proportion to its feasibility, such benefits will accrue even if but little river commerce is actually carried on. RIVER AND HARBOR IMPROVEMENTS. 625 The schedule of the Diamond Jo Line, which is the principal steamboat line on the upper Mississippi, states: It is the custom with the railroads in our territory to make special or com- modity rates on some particular class of shipments, especially at local points, and such articles may be manufactured or shipped by only one shipper at such local point. We have reason to believe that such rates were made only with the understanding that the railroad was to get all the business. It is well known that the railroads strive keenly for the north and south freight business, make much lower rates where .there is water competition, cut their rates on certain commodities, and, it is reported, make sometimes especially low rates for the season of navigation to be increased during the winter months. This latter practice was common several years ago. General Freight Agent Lusk, of the Diamond Jo Line, says: With the prospects of the upper Mississippi River being improved, so that a definite and known stage of water or channel can be maintained during the usual season of navigation, a sentiment is developing all along the river in favor of water transportation. All we want is a fair navigable stage of water and we can develop and largely increase freight shipments. From information furnished by lumbermen and raft-boat owners it is learned that the rate per ton-mile on logs and lumber floated down the river to various points has run from one-half mill to 1 mills, the average rate being about 1 mill ($0.001). The lowest rate by rail on lumber in carload lots between upper Mississippi River points, as- certained from actual shipments by the local officer from St. Paul to Fountain City, Rock Island, and Keokuk, is 6 mills per ton-mile. This indicates a saving in freight by river of 5 mills per ton-mile, or $537,941, on the logs and lumber moved during 1909. A classification of the freight carried by steamboats in 1909 was found impracticable, and a reliable statement of amount saved can not be given. It is to be remembered that benefit also accrues to the public in the reduction due to the river, of rates on freight carried by rail, the amount of which freight, although not definitely known, is thought to be very much greater than that carried by boats. 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 may be maintained and more rapidly improved. It is not anticipated that any further material reduction in freight rates on the adjacent railways will thus be had, but there would otherwise be danger that any lessened efficiency of the river for navigation would soon result in an increase in freight rates, 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 portion of the Mississippi River in question. For the bar at Quincy, Ill., the small amount available June 30, 1909, $640.81, was expended during the year in dredging in the harbor. For the construction of a harbor of refuge below Davenport, Iowa, there has been expended to June 30, 1910, $14,213.02. During the year some repairs were made to the cribs at the mouth of the harbor. The unexpended balance is $786.98. For the harbor at Muscatine, Iowa, there has been' expended to June 30, 1910, $45,000. The balance available June 30, 1909, $1,851.40, was expended in protecting the artificial bank built by dredge. 56932 0-EaNG 1910 -40 626 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For dredging at harbors and landing places, under allotments amounting to $100,000 made by acts of March 2, 1907, and May 27, 1908, there has been expended to June 30, 1910, $87,422.60. The unexpended balance, $12,577.40, was transferred to general improve- ment. Satisfactory work was done during the past year at Moline, Quincy, Hamburg, and Louisiana. The river and harbor act of June 25, 1910, provides for continuing the improvement in accordance with report printed in House Docu- ment No. 341, Fifty-ninth Congress, second session, for the purpose of securing, and ultimately maintaining, a depth of 6 feet, and with a view to completing the improvement within a period of twelve years, and provides that not to exceed $75,000 may, in the discretion of the Secretary of War, be expended in repair and maintenance of levees and in dredging for the benefit of through navigation, and makes an appropriation of $500,000. July 1, 1909, balance unexpended-----__ ---______________ $495, 284.60 Miscellaneous receipts _-________ _- - 31, 752. 13 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------------- 500, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910 ------------------------------------------------ 500, 000. 00 1, 527, 036. 73 Refunded to United States Treasury__________ ______________ 237. 33 1, 526, 799. 40 June 30, 1910, amount expended during fiscal year, for works of improvement- ----- ------------------------------- 476, 870.48 July 1, 1910, balance unexpended ------------------------- ________ 1, 049, 928.92 July 1, 1910, outstanding liabilities ____________--_________ 37, 760.13 July 1, 1910, balance available_____-____-___________ 1, 012,168. 79 July 1, 1910, amount covered by uncompleted contracts____ 2, 498.03 Amount (estimated) required for completion of existing project ------------------ ---------------------- a 17, 500, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance__ a 1, 250, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix Y 2.) 3. Operating and care of Des Moines Rapids Canal and dry dock.- During the past fiscal year the Des Moines Rapids Canal was open for navigation 236 days, during which time there passed through it 988 steamboats and 423 barges, carrying 31,743 passengers, 13,711 short tons of merchandise, and 18,500 bushels of grain. There also passed through the canal 8,416,330 feet b. m. of logs. This statement is about the same as that of the previous year, but is of little value as on account of high stages of water in 1909 most of the traffic 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 feet at high stages. There are three locks having an available length of 325 feet and width of 78.5. The minimum width of the canal prism at water surface is 200 feet. The dry dock was in constant use during the entire year. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 627 The cost of operating and care of the canal is provided for by an indefinite appropriation made by act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The total expenditures to June 30, 1910, amounted to $1,385,976.06, of which $38,772.18 was expended during the past year. (See Appendix Y 3.) 4. Misississippi River at Moline, Ill.-The river and harbor act of March 3, 1905, adopted a definite project for improving Mississippi River at Moline, by excavating a channel 250 feet wide and 4 feet deep at low water from the city of Moline to the head of the so- called arsenal dike above the city, and a similar channel connecting with the main river by means of a lock and dam at the foot of Ben- hams 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 and expended. The amount expended to June 30, 1910, is $386,000. The lock was practically completed and opened to navigation De- cember 23, 1907. Some work was done during the past year in removing rock from the upper and lower approaches to the lock and in dredging mud and sand near head of Arsenal Island. For reference to the approved project, see annual report of the Chief of Engineers for 1905, page 429. July l, 1909, balance unexpended__ $13, 174. 58 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_________---------------- -- _ 13, 174. 58 (See Appendix Y 4.) 5. Operating and care of Msississippi River improvement at Moline, Ill.-The lock, which admits boats to Moline, and also forms with its approaches a link in the 6-foot channel improvement of Rock Island Rapids, was formally opened to navigation December 23, 1907. During the past fiscal year the lock was in use 256 days, during which time there passed through it 4,534 boats and 410 barges, carrying 14,739 short tons of freight and 60,395 passengers. The business of the lock, chiefly ferry, was more than double that of the previous year. The draft afforded by the lock and lower approach is 6 feet at extreme low water, and on completion of this portion of the rapids improvement there will be 6 feet in the upper approach. The lock has an available length of 325 feet and width of 80 feet. The cost of operating and care of the lock and improvement at Moline is provided for by an indefinite appropriation made by act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The expenditures to June 30, 1910, amounted to $24,765.18, of which $9,966.15 was expended during the past year. (See Appendix Y 5.) 6. Operating and care of Milan Section of Illinois and Mississippi Canal, Illinois.-This portion of the canal is 41 miles in length, sur- mounting a fall of 18 feet, and was formally opened to navigation 628 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. April 17, 1895. During the past fiscal year the canal was in use 264 days, during which time there passed through it, at Lock 35, 1,680 boats and 589 barges, carrying 27,059 short tons of freight, mostly United States material, and 4,349 passengers. The commercial traffic was about double that of the previous year. The draft afforded by the canal is 7 feet. The locks, three in number, have a length of 170 feet between miter sills and a width of 35 feet, the canal prism being 80 feet wide on water surface. The cost of operating and care of the canal is pro- vided for by an indefinite appropriation made by act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The expenditures to June 30, 1910, amounted to $147,678.39, of which $18,908.01 was expended during the past year. (See Appendix Y 6.) 7. Illinois and Mississippi Canal: Improvement of Rock River pool.-With funds provided from the appropriation for construction of the canal during season of 1909, dredges Ajax and Geyser were employed in removing rock, fire clay, gravel, and sand from the channel between Lock 29 and Hilliers Crossing. In this work about 4,394 cubic yards of rock and 121,096 cubic yards of sand, gravel, and fire clay were removed. In May, 1910, operations were resumed with dredges Ajax, Phoenix, and Geyser, and carried on to June 30, at the same localities as in 1909. The project for improvement from Lock 29 to Hilliers contem- plates a channel width of 200 feet and a low-water depth of 7 feet. The amount expended on this improvement to June 30, 1910, is given in the report of the Chicago District No. 2, Construction of Illinois and Mississippi Canal. (See Appendix Y 7.) 8. Operating and care of Galeia 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 237 days, in which time there passed through it 4,092 steamboats, launches, and barges, carrying 12,788 passengers and 8,897 short tons of merchandise, which traffic is about the same as that of the previous year. Considerable dredging was done during the year, both between the lock and Galena, and below the lock in Harris Slough. The gates of the lock were rebuilt and some repairs were made to the lock house. 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, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The amount expended to June 30, 1910, is $95,015.50, of which $13,608.06 was expended during the year. (See Appendix Y 8.) RIVER AND HARBOR IMPROVEMENTS. 629 EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, 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 of Cedar River, Iowa.-Report dated December 4, 1909, is printed in House Document No. 696, Sixty-first Congress, second session. This stream is not considered worthy of improvement by the General Government at this time. 2. Preliminary examination of Iowa River, Iowa.-Report dated December 4, 1909, is printed in House Document No. 698, Sixty-first Congress, second session. The improvement of this stream is not deemed worthy of being undertaken by the General Government at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE ST. PAUL, MINNESOTA, DISTRICT. This district was in the charge of Maj. Francis R. Shunk, Corps of Engineers. Division engineer, Col. W. H. Bixby, Corps of Engineers (now brigadier-general, Chief of Engineers, U. S. Army). 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- ments, 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 navigable 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; an- other (No. 2), 2.88 miles above No. 1 and 2.18 miles below Washing- ton 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 re- quired a channel depth of 6 feet instead of 5 feet. This involved an 630 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. increase in the lift of the two dams and an increase in the depth on the lower miter sill of Lock No. 1 to 6 feet at low water; but funds for this work were not provided by Congress. The river and harbor act approved March 3, 1899, authorized the completion of Lock and Dam No. 2, and the construction of 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, all of which has been appropriated. The amount expended under this project to June 30, 1910, was $1,162,592.97, of which $2,792.43 was for maintenance. The river and harbor act approved March 3, 1909, provided for the examination of the river with a view of further modifying the project. The item was as follows: Mississippi River, from St. Paul to Minneapolis, with a view to modification of project to provide for increased depth and utilizing the surplus water for development of power: Provided, That if any modification of the present project be deemed advisable by the Chief of Engineers, no work thereon shall be per- formed inconsistent with such proposed modifications. The Chief of Engineers shall submit various practical alternative plans with the advantages of each. The Board of Engineers appointed to consider the proposed modification submitted its report January 31, 1910. The report is published as House Document No. 741, Sixty-first Congress, second session. The project presented in this report was adopted by the river and harbor act approved June 25, 1910. Under the project as it now stands Lock and Dam No. 1, instead of being completed with the lift originally intended (13.33 feet), are to be given a lift of about 30 feet. This will give a depth of 94 feet at Washington Avenue Bridge in Minneapolis, and provide for the development of power. This modification of the project involves an increase in the estimated cost over that of the project of 1905 of approximately $635,000. This amount includes, however, $180,000 for flowage rights, some of which may be acquired without cost to the United States. Before the project was last modified (June 25, 1910) Lock and Dam No. 2 had been completed and in operation since May, 1907. The masonry of Lock No. 1 had been completed as then authorized, but no work has yet been done on Dam No. 1. The project as modified is 25 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. No money had been expended on the modified project to June 30, 1910. Operations during the year were confined to the repair and renewal of plant in preparation for the resumption of work when the matter of a modification of the project should be settled. 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 HARBOR IMPROVEMENTS. 631 At the present time the principal commerce is the passage of logs, loose and rafted. During the calendar year 1909, 88,000,000 feet b. m. of logs, approximately 440,000 short tons, with an estimated value of $1,936,000, were floated down the river. The excursion business amounts to about $15,000 per annum. The construction of the lock and dam will develop a passenger traffic between St. Paul and Minneapolis, and is expected to reduce the freight rate on flour and grain shipped from Minneapolis. It is proposed to expend the amount required for expenditure dur- ing the fiscal year 1912 toward completing the lock to the height required and commencing the construction of the dam. July 1, 1909, balance unexpended ---------------------------- a$259, a 384.01 Amount appropriated by sundry civil act approved June 25, 1910_ 59, 543. 00 318, 927.01 June 30, 1910, amount expended during fiscal year, for works of improvement-- ____-------- -- 15, 519. 98 July 1, 1910, balance unexpended ______________--------_ 303, 407. 03 July 1, 1910, outstanding liabilities__________________________ 890. 52 July 1, 1910, balance available --------------------------------- 302, 516. 51 Amount (estimated) required for completion of existing project__ b 635, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement-- -______-- b250, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix Z 1.) 2. Operating and care of Lock No. 2, Mississippi River between St. Paul and Minneapolis, Minn.-This lock and dam were completed in 1906, and their maintenance and operation have been provided for since July 1, 1907. by allotments from the appropriation for " Oper- ating and care of canals and other works of navigation." The amount expended to June 30, 1910, is $9,103.10. 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 navigation on the section above was difficult and hazardous under the most favorable conditions and virtually impossible at low stages of the river. Since the completion of this lock and dam the river above is navigable up to Washington Avenue Bridge, Minneapolis, for boats drawing 5 feet. The river and harbor act approved June 25, 1910, modified the project for improving the Mississippi River between St. Paul and Minneapolis by providing for an increase in the proposed height of Lock and Dam No. 1. When the project is completed that lock and dam will be sufficient for navigation purposes between the two cities and Lock and Dam No. 2 will not then be needed. a The balance as given in the last annual report was wrong, an error having occurred in subtracting the amount expended from the sum of the balance unexpended and the amount appropriated. b Exclusive of the balance unexpended July 1, 1910. 632 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the calendar year 1909, 88,000,000 feet b. m. of logs passed the dam. The weight of these logs was about 440,000 short tons and their value about $1,936,000. (See Appendix Z 2.) 3. Reservoirs at headquarters of Mississippi River.-These are intended to improve navigable depths on the Mississippi River above Lake Pepin. Before improvement the river was subject to fluctua- tions of level between wide limits and was often unnavigable at low stages. The project adopted in 1880 called for the construction of 41 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 Engi- neers 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. Over one-half of the flowage rights required have been deeded to the United States and the rest are in process of condemnation by private parties for the United States. 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) approved May 28, 1908, by striking out the words " without a lock for steamboats." The act approved June 25, 1910, authorized the construction of an equalizing canal between Winnibigoshish and Leech Lake reservoirs in accordance with House Document No. 363, Sixty-first Congress, second session, at an estimated cost of $61,200, and made an appro- priation of that amount. The river and harbor act of 1902 added to this project the work of improving the Mississippi River between Brainerd and Grand Rapids, Minn. The act of June 25, 1910, makes separate provision for the river work. (See page 634.) The total expenditure up to June 30, 1910, was $1,545,942.96, of which $638,732.56 was for original construction, $673,595 for renewal and maintenance, $153,407.61 for acquisition of land and flowage rights, including surveys, and the remainder for operating expenses, damages, and contingencies. Under the project five timber dams were built-at Lake Winnibi- goshish, 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 and is almost com- pleted. RIVER AND HARBOR IMPROVEMENTS. 633 Title to 6,122 acres of land has been acquired, and flowage rights on 9,858 acres, including 594 acres for the proposed Gull Lake reser- voir. Since 1898 operations have been confined to the completion, renewal, and repair of existing works, surveys, and acquisition of necessary 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- 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. No additional appropriations are needed for expenditure during the fiscal year ending June 30, 1912. It is proposed to expend the available funds in completing the reconstruction of Sandy Lake dam, completing the construction of dikes round Pine River reservoir, and constructing the canal between Winnibigoshish and Leech Lake reservoirs. GENERAL IMPROVEMENT. July 1, 1909, balance unexpended_____________________________ $63, 526. 64 June 30, 1910, amount expended during fiscal year, for works of improvement_------------------- ____ 26, 680. 47 July 1, 1910, balance unexpended _ ______ 36, 846. 17 July 1, 1910, outstanding liabilities____________________________ 2, 740. 78 July 1, 1910, balance available__________________ 34, 105. 39 RECONSTRUCTION OF SANDY LAKE DAM. July 1, 1909, balance unexpended _______-- __----------------- $6, 014. 40 June 30, 1910, amount expended during fiscal year, for works of improvement------------------ -------------------------- 6, 014.40 CONSTRUCTION OF GULL LAKE RESERVOIR. July 1, 1909, balance unexpended________ $69, 056. 44 June 30, 1910, amount expended during fiscal year, for works of improvement------------------------------------------------- 346.53 July 1, 1910, balance unexpended---------------------------___ 68, 709. 91 July 1, 1910, outstanding liabilities_ 7. 00 July 1, 1910, balance available____--__----------------------- 68, 702. 91 CANAL BETWEEN WINNIBIGOSHISH AND LEECH LAKE RESERVOIRS. Amount appropriated by river and harbor act approved June 25, 1910. $61, 200. 00 July 1, 1910, balance unexpended_ _------------------------- 61,200. 00 634 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1909, balance unexpended------------------------------ $138, 597.48 Amount appropriated by river and harbor act approved June 25, 1910_ 61, 200. 00 199, 797. 48 June 30, 1910, amount expended during fiscal year, for works of improvement __ ____ 33, 041. 40 July 1, 1910, balance unexpended______________________________ 166, 756. 08 July 1, 1910, outstanding liabilities_ 2, 747. 78 July 1, 1910, balance available_________________________- -___ 164, 008. 30 (See Appendix Z 3.) 4. Improving Mississippi River between Brainerd and Grand Rapids, Minnesota.-Work of snagging, bowlder removal, etc., on this part of the river was formerly done under a project, now expired, for "Improving Mississippi River above the Falls of St. Anthony." By act of June 13, 1902, this improvement was added to the project for reservoirs (see above). Under this project up to June 30, 1910, $19,000.96 has been expended. As a result, the channel between Brainerd and Grand Rapids had been greatly improved by removal of snags and overhanging trees, bowlders, etc., but has again deteri- orated. The river and harbor act approved June 25, 1910, adopts a project for completing this improvement, at an estimated cost of $22,555. This project aims at securing a practicable channel not less than 3.5 feet deep at low water between Brainerd and Grand Rapids by means of dredging, wing dams, and cut-offs, in accordance with plan printed in House Document No. 607, Sixty-first Congress, second session. The maximum draft that can be carried at low water on the Mis- sissippi River above Brainerd depends upon the manipulation of the reservoirs. The amount of water discharged varies with the require- ments of navigation, but a depth of 4 feet could probably be main- tained throughout the low-water season if necessary. The usual variation in level is about 10 feet. Cass Lake, 283 miles above Brain- erd, is the head of navigation. There are three steamboats and several launches operating on the Mississippi River between Brainerd and Grand Rapids. During the season of 1909 these boats carried about 2,700 short tons of miscel- laneous freight, of an estimated value of $150,000, and about 2,200 passengers. In addition to the above about 250,000,000 feet b. m. of loose logs and rafts of hard wood, poles, and pulp were floated over this section of the river. The combined weight of the last two items was about 1,125,000 short tons and the value about $5,000,000. 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 improve- ment has given a safer and more commodious channel, and has doubt- less kept down freight rates on the river. It is believed that the funds available will be sufficient for the com- pletion of the project. Amount appropriated by river and harbor act approved June 25, 1910 ___----------------- $22, 555.00 July 1, 1910, balance unexpended-------_ 22, 555. 00 (See Appendix Z 4.) RIVER AND IHARBOR IMPROVEMENTS. 635 5. 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 interest 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 reservoirs. 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 Aitkin 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, 1910, was $314,518.08, of which $35,380.62 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 Reports of the Chief of Engineers for 1896, page 1841, and for 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 636 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Z 5.) 6. 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, 1910, was $150,506.03, of which the amount spent since 1900, $19,096.53, 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, 1910, 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 46,000,000 feet b. m. of loose logs were floated during the season of 1909, their weight being about 209,000 short tons and their value about $1,120,000. About 18,000,000 feet b. m. of logs and manufac- tured lumber, 5,000,000 laths, and 3,000,000 shingles were rafted below Stillwater, 10 steamboats being engaged in these operations. One steamboat made daily trips during the season between Osceola and Taylors Falls, Minn., carrying passengers and a little freight, but no information could be obtained of the amount of business done. 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 required for expenditure in fiscal year 1912 to dredging and repairs of wing dams, such work being necessary to make previous improvements available. Reports on examinations of this river have been published as fol- lows: Ordered by act of June 23, 1874, Executive Document No. 75 (part 6), Forty-third Congress, second session; report dated January 26, 1880, report of the Chief of Engineers for 1880, page 1661; RIVER AND HARBOR IMPROVEMENTS. 637 ordered by river and harbor act of September 19, 1890, Annual Report of the Chief of Engineers for 1891, page 2218; ordered by river and harbor act of March 3, 1899, Annual Report of the Chief of Engineers for 1900, page 2837; ordered by river and harbor act of. March 3, 1905, House Document No. 686, Fifty-ninth Congress, first session. July 1, 1909, balance unexpended - -_________________________ $3, 270. 14 Amount appropriated by river and harbor act approved June 25, 1910_ 4, 000. 00 7, 270.14 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__________________________________ 2, 811. 17 July 1, 1910, balance unexpended______________________________ 4, 458. 97 July 1, 1910, outstanding liabilities_______ 130. 00 July 1, 1910, balance available______________________________ 4, 328. 97 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _________________________ a 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 Z 6.) 7. Minnesota River, Minnesota.-Before improvement the ruling low-water depth at the entrance to Minnesota River was not more than 2 feet. Fromn 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 ob- structed 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 ob- ject of the dam and new channel was to raise the level of the Minne- sota at and near Little Rapids during low stages as well as to provide 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 discre- tion so determine. The dam was removed in 1908. Amount expended to June 30, 1910, was $141,694.61, of which $10,195.36 was for maintenance of existing improvements. 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. a Exclusive of the balance unexpended July 1, 1910. 638 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Regular appropriations of $2,000 per annum are needed for the maintenance of this improvement. The maximum draft that could be carried to Shakopee June 30, 1910, was 3 feet, the stage of water being unusually low. The con- dition of the river was such that 5 feet could have been carried at ordinary low water. Little Rapids, 36 miles from the mouth, may be considered the head of navigation at present, although at high stages navigation is possible to Le Sueur, 88 miles from the mouth. The stream is at present used chiefly by excursion steamers and small pleasure launches. A small freight boat ran between St. Peter and Mankato during the season of 1909, but no statistics could be obtained. The improvement of the Minnesota River has as yet had no effect on freight rates, as until last season vessels of commercial size have not been able to enter it. It is proposed to apply the amount required for expenditure in fiscal year 1912 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: Executive Document No. 76, Forty-third Con- gress, second session; Executive Documents Nos. 249 and 1335, Fifty- third Congress, second session; Report of the Chief of Engineers 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 Docu- ment No. 493, Sixtieth Congress, first session. July 1, 1909, balance unexpended______________ $2, 540. 66 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 200. 00 4, 740. 66 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-_ ------------------------------------------ 2, 256. 59 July 1, 1910, balance unexpended___ ________________________ 2, 484. 07 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _________________________ _ a2, 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 Z 7.) 8. 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, Minnesota. Before' improvement 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. a Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 639 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 by bowlders between Thief River Falls and High Landing, a distance 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 international boundary, and the construction of a lock and dam to overcome 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, 1910, was $345,185.65, of which $42,931.55 was for maintenance. 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 vicinity of Grand Forks, N. Dak. The expenditure of at least $7,500 annually is 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 North is Bellmont, N. Dak., about 180 miles by river from the international boundary. The usual variation of water surface is 25 feet; the maxi- mum 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 640 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 11 barges. During the season of 1909 about 4,300 short tons of wheat, lumber and other merchandise, and about 9,000 passengers were carried. Four steamers and 1 launch make use of the Red Lake River, car- rying passengers and small amounts of freight. About 40,000,000 feet b. m. of logs were floated down Red Lake River during the season of 1909, their weight being 180,000 short'tons and their value $880,000. In addition to the above about 400 short tons of miscellaneous freight and about 1,000 passengers were carried. 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 required for expenditure for the fiscal year 1912 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 for 1908, Part 1, page 542. Report of the examination of Red Lake River ordered by the river and harbor act approved March 3, 1909, is printed in House Docu- ment No. 483, Sixty-first Congress, second session. July 1, 1909 balance unexpended_____ _________________________ $6, 739. 69 Amount appropriated by river and harbor act approved June 25, 1910_ 7, 500. 00 14, 239. 69 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__-- ------------- ----------- -_______ _ 5, 802. 34 July 1, 1910, balance unexpended_________________________________ 8, 437. 35 July 1, 1910, outstanding liabilities_____________________________ 477. 50 July 1, 1910, balance available --- _______________________________ 7, 959. 85 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___- -, ____ __------- a7, 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 Z 8.) 9. 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 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 641 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. 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 project was further modified by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 703, Sixty-first Congress, second ses- sion, which provided for enlarging the turning basin so as to be 900 feet by 500 feet, at an estimated cost of $5,700, with $2,000 annually for maintenance thereafter. The total estimate is therefore $85,700. The total amount expended to June 30, 1910, was $90,608.06, of which $22,876.67 was for work of maintenance. 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 $2,000 should be expended each year in work of maintenance. During the season of 1909 the commerce amounted to 2,700 short tons of miscellaneous freight. Boats using the harbor carried about 8,100 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. The examination ordered by the river and harbor act of March 3, 1909, is printed in House Document No. 703, Sixty-first Congress, second session. July 1, 1909, balance unexpended ----------------------------- $6, 735. 64 Amount appropriated by river and harbor act approved June 25, 1910. 7, 700. 00 14, 435. 64 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --- ------- ---- --- - -------------- 6, 343.70 July 1, 1910, balance unexpended---------------------------- 8, 091.94 July 1, 1910, outstanding liabilities-------------------------- 603. 67 July 1, 1910, balance available ----------------------------- 7, 488. 27 (See Appendix Z 9.) 56932 0 -ENG 1910---41 642 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 10.-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. Preliminary reports were submited 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, 1910, $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, 1908, balance unexpended __------------------_ $8, 206. 72 July 1, 1909, balance unexpended ______________------__ 8, 206. 72 (See Appendix Z 10.) 11. Gauging Mississippi River at or near St. Paul, Minn.-This work is provided for by allotment from the permanent annual appro- priation of $9,600 made by the river and harbor act 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 gaugings 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 conditions 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, 1910, is $7,761.80. (See Appendix Z 11.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 improvement, of reservoirs at headwaters of Mississippi River, with a view to an equalization canal with regulating gates between Lake WVinnibigoshish and Leech Lake.-Reports dated June 17 and August 5, 1909, respectively, are printed in House Document No. 363, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $61,200 is presented. RIVER AND HARBOR IMPROVEMENTS. 643 2. Preliminaryexamination of the mouth of Rainy River, Minne- sota.-Report dated September 8, 1909, is printed in House Document No. 455, Sixty-first Congress, second session. The improvement of this locality is not considered worthy of being undertaken by the General Government until cooperation by the Dominion of Canada in the work of improvement is secured. 3. Preliminaryexamination of Red Lake River, Minnesota, between Thief River Falls and Red Lake.-Report dated August 10, 1909, is printed in House Document No. 483, Sixty-first Congress, second ses- sion. The improvement of this locality is not considered worthy of being undertaken by the General Government at the present time. 4. Preliminary examination and survey of Mississippi River, be- tween Brainerd and Grand Rapids, Minnesota.-Reports dated Sep- tember 1 and December 18, 1909, respectively, are printed in House Document No. 607, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $22,555 is presented. 5. Preliminaryexamination, with plan and estimate of cost of im- provement, of Warroad Harbor, Minnesota, with a view to deepening the channel and maintainingthe same.-Reports dated November 13, 1909, and February 5, 1910, respectively, are printed in House Docu- ment No. 703, Sixty-first Congress, second session. A plan for im- provement at an estimated cost of $5,700 is presented. 6. Preliminaryexamination of Rainy Lake, Minnesota, with a view to locating the points dangerousto navigationby reason of submerged rocks.-Report dated November 18, 1909, is printed in House Docu- ment No. 723, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Zipple Bay, Minnesota. 2. Minnesota River, Minnesota. 3. Lake Traverse, South Dakota and Minnesota. EXAMINATION OF MISSISSIPPI RIVER FROM ST. PAUL TO MINNEAPOLIS, MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Report dated January 31, 1910, by a special board of engineers of an examination of the Mississippi River between St. Pauland Minne- apolis, required by the river and harbor act of March 3, 1909, was duly submitted 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. 741, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $380,000 is presented, which estimate is subject to reduction under certain contingencies. IMPROVEMENT OF RIVERS AND HARBORS IN THE KANSAS CITY, MISSOURI, DISTRICT. This district was in the charge of Maj. E. H. Schultz, Corps of Engi- neers. Division engineer, Col. W. H. Bixby, Corps of Engineers (now brigadier-general, Chief of Engineers, U. S. Army). 644 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. Missouri River.-(a) General improvement.-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 navi- gable river from Fort Benton to mouth is 2,284.8 miles. Some por- tions 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 operations. 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 Missouri River Commission. After 1890 that portion above and including 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 RIVER AND HARBOR IMPROVEMENTS. 645 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: Williston and Bismarck, N. Dak.; Pierre, Yankton, and Elk Point, S. Dak.; and Sioux City, Iowa. Two ice harbors have been established, one at Rockliaven, 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 Long Pool, or the reach of the river from the crest of the Great Falls to Cascade, 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 $9,435,625.66. '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 $2,288,807.47. The total of appropriations for improving Missouri River from mouth to Fort Benton, Mont., including receipts from other sources, is $555,185.56. Grand total of all appropriations and receipts from other sources, $13,579,618.69. Total expenditures on account of examinations, surveys, and con- tingencies of rivers and harbors, $7,455.18. Total expenditures for all purposes, Missouri River, $12,019,022.01, which includes $9,001.28 from emergency appropriation and $4,006.69 for destruction of ice gorge, Missouri River, turned back into treasury. The work during the year over the entire river, mouth to Fort Benton, 2,285 miles, has been as follows: Kansas City to the mouth (392 miles). Snags removed ---------------------------------------------- 1, 147 Wrack heaps removed-------------------------------------------26 Trees felled from caving banks-- ---- - 1, 309 Plant constructed.-Two mattress barges, one pile-driver barge, eight material barges. Boat yard at Gasconade, Mo., purchased; 17.86 acres, at $100 per acre. Repairs by hired labor to dikes and revetments on 45-mile reach, Murray Bend to Gasconade. This reach was systematically improved by the Missouri River Commission at a cost of $56,000 per mile. Dikes, 2,122 linear feet, at $13.16 per linear foot. Revetment, 1,792 linear feet, at $6.76 per linear foot. 646 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. WORK BY CONTRACT. Twenty-six 3-row dikes, 5,310 linear feet, at $11.75 to $15 per linear foot. All practically completed. Two 2-row dikes, 270 linear feet, at $6.77 per linear foot. All completed. Three revetments, 5,815 linear feet, at $7.90 per linear foot. All practically completed. One levee, 5,500 linear feet, 75,000 cubic yards, at $13.75 per cubic yard. About one-half completed. Kansas City to Sioux City (415 miles). Snags removed--------------------------------------------- 518 Wrack heaps removed-- 6 Trees felled ------------------ ---------- 1, 477 DIKES AND REVETMENTS (BY HIRED LABOR). Nine hundred and fifty feet 3-row dike, at approximately $14 per'linear foot. Five hundred and forty-seven feet single dike, at approximately $6 per linear foot. Three thousand and thirty-two feet revetment, at approximately $7 per linear foot. Sioux City to Fort Benton (1,478 miles). Snags removed___ 363 Miscellaneous obstructions removed 77 Trees felled ------------------------------------------------- 363 DIKES AND REVETMENTS (BY HIRED LABOR). Two hundred and seventy feet 3-row dike and 500 feet mattress at Pierre, S. Dak., at approximately $16.50 per linear foot. Five hundred feet brush and rock dike at Fort Pierre, S. Dak., at approxi- mately $5 per linear foot. Seven hundred and fifty feet revetment at Sioux City (labor and incidentals only), at approximately $3.25 per linear foot. Two thousand five hundred feet of revetment at Williston, N. Dak. (labor and incidentals only), at $4.28 per linear foot. 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 through navigation can be accomplished by appropriations for specific localities not so connected as to form part of the systematically improved reaches. The result of the expenditures at separated localities has been beneficial locally by protecting the banks and forming good navigable water fronts and incidentally preserving private property from the ravages of the river, but has given little, if any, encouragement to through navi- gation. 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, 1910, at mean low water from Kan- sas City to mouth is 4 feet, from Kansas City to Sioux City 32, 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. RIVER AND HARBOR IMPROVEMENTS. 647 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. 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 Benton 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, and has been published in 83 maps, scale 1 inch to the mile. The river formerly carried an active commerce, which at one time had been entirely diverted to other channels. This commerce now shows healthy signs of reviving. Commerce has increased greatly on the lower river from Kansas City to the mouth during the season of 1908. Two boats regularly ran from Kansas City to St. Louis, each making a round trip every eight to ten days, and averaging a round trip cargo of 600 short tons. Boats also run between Osage River and St. Louis. A million dollar boat line is now organized at Kansas City for the purpose of placing a modern boat service upon the river from Kansas City to St. Louis, with proper wharfage and terminal facilities. Contracts for freight are being made and specifications for boats and terminals prepared. Increased commerce and use of the river is also observed in the upper river in the vicinity of Bismarck, N. Dak., and above to the mouth of Yellowstone River. The character of upstream cargoes is merchandise and general supplies; downstream, grain and stock. A mount of freight carried on the Missouri River from mouth to Sioux City, Iowa. Calendar year- Short tons. Calendar year- Short tons. 1897-------------- 391,029 1904_ _455,000 1898_ 319, 793 1905-_ 343, 435 1899__ 263, 114 1906_ 573, 348 1900_ 277, 306 1907-_ 843, 863 1901-------- 569,666 1908-_ 541, 144 1902 - 410, 527 1909 ------------ _-- ---- 340, 810 1903 ------------ 750, 291 Amount of freight carried on the Missouri River above Sioux City, Iowa. Calendar year- Short tons. Calendar year- Short tons. 1887_ 13, 961 1899 23,041 1888 _ 12,895 1900 27,179 1889_----------- 16, 723 1901 37, 340 1890_ 14,072 1902 31,070 1891_- 14, 211 1903_ 37, 994 1892 17, 292 1904 28, 951 1893 19, 481 1905___ 52, 956 1894 37, 936 1906--- 43,987 1895_ 21, 264 1 907 45, 123 1896 10,368 1908_ __ 17,517 1897 17,105 1909_------- 41,203 1898--------------- 26, 896 648 REPORT 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 surveys, 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. A report covering the entire stretch from Sioux City to the mouth was made February 2, 1881, by Major Suter, found in Annual Report of the Chief of Engineers for 1881, page 1649. A new project and estimate of cost for continuous improvement from Sioux City to Kansas City and Kansas City to mouth, called for by act of Congress of March 2, 1907, was submitted April 30, 1908, and transmitted to Congress. (See H. Doc. 1120, 60th Cong., 2d sess.) During the year considerable private protection work was done along the Missouri River, as follows: By the Great Northern Railway Company and city of Williston, N. Dak., on left bank at Williston, N. Dak., brush and rock for 2,500 feet standard revetment, the United States doing the labor. By the Chicago, Milwaukee and St. Paul Railway Company, along their track, left bank just above Sioux City, 2,425 feet of standard revetment. Sioux City Stock Yards Company, to protect a rendering plant at Sioux City, 1 standard 3-row dike, 200 feet. By the Illinois Central Railway Company, on the left bank, at their bridge at Omaha, 200 feet standard revetment. By the Missouri Pacific Railway Company, on right bank at My- rick, Mo., 2,200 feet willow fascine revetment, and on right bank at Petite Saline Creek, mile 185 above mouth, 3,700 feet of willow fascine revetment. By the Prairie Oil and Gas Company, on left bank at Fishing River, mile 348, 500 feet of standard revetment, and 2 standard 3-row dikes, 200 feet each. By the Wabash Railway Company, on left bank at De Witt, Mo., 1,100 feet of standard revetment, 2 standard 3-row dikes, 250 feet each; also at Hulls Point, left bank, mile 354, 7,250 feet of standard revetment, and 3 standard 3-row dikes, 250 feet each. By the Chicago and Alton Railway Company, on right bank above Glasgow, 640 feet of standard 3-row dike, 401 feet of standard revet- ment. By the Chicago, Burlington, and Quincy Railway Company, on left bank above their bridge at Bellefontaine, Mo., 1,200 linear feet standard revetment. By the citizens of Hartsburg, Mo., a contribution of $10,000 toward a system of dikes (1.640 linear feet) on left bank at Hartsburg, total cost $22,308.40, the United States furnishing $12,308.40, including labor. IMPROVING MISSOURI RIVER FROM STUBBS FERRY, MONTANA, TO SIOUX CITY, IOWA. July 1, 1909, balance unexpended------------------------------- $2, 407. 39 June 30, 1910, amount expended during fiscal year, for works of improvement ----------------------------------------------- 2, 407. 39 RIVER AND I1ARBOR IMPROVEMENTS. 640 IMPROVING MISSOURI RIVER FROM THE MOUTH TO SIOUX CITY, IOWA. July 1, 1909, balance unexpended___----____________-____ ------ $2, 705. 45 •Amount received from sale condemned property______________ - 627. 92 Amount received from sale of maps-----______ ----- __ -__-__ _ 19. 26 3, 352. 63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- . 3, 352. 63 IMPROVING MISSOURI RIVER. July 1, 1909, balance unexpended------------------------------ $70, 616.39 Amount received from Isthmian Canal Commission_ 30. 63 Amount received from sale of maps________ ______________ 13. 80 Amount received for services of snag boat--------------- 100.63 70, 761.45 June 30, 1910, amount expended during fiscal year, for works of improvement __----------------------------------------------- 58, 288.19 July 1, 1910, balance unexpended-------------------------------12, 473. 26 July 1, 1910, outstanding liabilities-_ 1, 797. 94 July 1, 1910, balance available ---------------------------------- 10, 675. 32 EMERGENCIES IN RIVERS AND HARBORS (MISSOURI RIVER AT ELWOOD, KANS.). July 1, 1909, balance unexpended------------------------------- $9, 001. 28 AmOunt deposited to credit of Treasurer, United States------------ 9, 001. 28 IMPROVING MISSOURI RIVER AT ELWOOD, KANS. (CONTRIBUTIONS). July 1, 1909, balance unexpended --------------------------------- $29. 70 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------- 29. 70 IMPROVING MISSOURI RIVER FROM MOUTH TO FORT BENTON, MONT. (PRESERVA- TION AND MAINTENANCE OF RIVER AND HARBOR WORKS). July 1, 1909, balance unexpended____________________________ $552, 474. 53 Amount received from overpayment ..--...... ... --- - .- 30 Amount received from services of snag boat---- 50. 00 Amount received for delay of towboat.------------------------ 96. 26 Amount received for sale of unserviceable property---------- 45. 00 552, 666. 09 June 30, 1910, amount expended during fiscal year, for works of improvement________--_____----------__ 324, 788. 55 July 1, 1910, balance unexpended 227, 877. 54 July 1, 1910, outstanding.liabilities ------------------------------ 83, 322. 72 July 1, 1910, balance available--------------------------------- 144, 554. 82 July 1, 1910, amount covered by uncompleted contracts_-------- 48, 133. 50 EMERGENCIES IN RIVERS AND HARBORS (WILHOITE BEND, MISSOURI). Amount allotted from emergency appropriation, river and harbor act March 3, 1909---------------------------------------------$20, 000.00 June 30, 1910, amount expended during fiscal year, for workls of improvement--------------------------------------------- 421. 50 July 1, 1910, balance unexpended---------------------------- 19, 578. 50 July 1, 1910, outstanding liabilities----------------------------- 18, 629. 50 July 1, 1910, balance available __ 949. 00 July 1, 1910. amount covered by uncompleted contracts ..... 18, 628. 00 650 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVING MISSOURI RIVER AT HARTSBURG, MO. (CONTRIBUTIONS). August 12, 1909, contributions by citizens-------------------- $10, 000. 00 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------ 10, 000. 00 IMPROVING MISSOURI RIVER AT SIOUX CITY, IOWA (FUNDS CONTRIBUTED BY STOCK YARDS COMPANY). May 27, 1910, amount contributed by Sioux City Stock Yards Com- pany, Sioux City, Iowa -------------- $2, 000. 00 June 30, 1910, amount expended during fiscal year, for works of improvement _ ------------------------------------------- 1, 326. 62 July 1, 1910, balance unexpended ------------------------------- 673. 38 (b) Mouth to Kansas City (392 miles).-The original condition was one of varying widths and depths. The width varies from 800 feet to 1 mile or more. In the deep reaches the width is 800 to 1,500 feet, and the low-water depth often over 12 feet. In the wide reaches the channel divided into numerous chutes, thus reducing the available depth to about 3 feet to 4 feet at low water. The banks of the river are alluvial and are continuously eroding, and the channel is chang- ing except where protected by revetments and dikes, or by natural bluff contacts. The river was also obstructed by many snags. The present condition is generally similar to the original, except that snags are fewer, and the reaches of deep water are longer and better, due to river regulation and improvement. As already outlined in (a), this portion has received considerable isolated improvement, and under the Missouri River Commission a continuous section of 45 miles, from Murray Bend to Gasconade, was improved, 1891 to 1902. On this reach the width was reduced and depths increased to a minimum at low water of 6 feet. The work carried on during the past year has been given under subhead (a), and consisted of the removal of 1,147 snags, 26 wrack. heaps, 1,309 trees felled, the construction of 7,702 feet of dike, 7,607 feet of revetment, and about 2,700 feet of levee. There was also done by private parties 15,151 feet of revetment and 4,490 feet of dike. Maximum draft June 30, 1910, mean low water, 4 feet. Commerce for 1909 was 251,871 short tons and 885,285 mile-tons. Details of commerce are given in (a).. The river and harbor act of June 25, 1910, appropriated $1,000,000 for the improvement of the river from Kansas City to the mouth with a view of securing a permanent 6-foot channel, and provided for the appointment of a Board of Engineer officers to further consider and report upon the most economical and desirable plan of securing such channel, consideration being given to the subject of cooperation on the part of local interests in the work of said improvement. A gen- eral plan for providing a 6-foot channel at a cost of $20,000,000 is out- lined in House Document No. 1120, Sixtieth Congress, second session, but this plan is not understood as having been adopted by Congress. No work up to the close of the fiscal year had been done under this appropriation. In view of the funds ($1,000,000) already in hand, and of the im- portance of the report to be submitted by the Board provided for by the act of June 25, 1910, no recommendation is made for further ap- propriation for work in connection with this improvement. RIVER AND HARBOR IMPROVEMENTS. 651 Amount appropriated by river and harbor act approved June 25, 1910-------------------------------------------- $1,000, 000.00 July 1, 1910, balance unexpended--------------------------1, 000, 000. 00 (c) Kansas City to Fort Benton (1,893 miles) .- The original condi- tioii of this reach is described under (a). The extreme upper portion from Fort Benton to Carroll, 172 miles, is known as the Rocky River, and on this stretch there are well defined pools and shoals. From this point down the river gradually assumes, and at Sioux City reaches, its full alluvial character. In the middle and lower reaches of this section it is of varying depths and widths, quite similar to the portion from Kansas City to the mouth, and is obstructed by snags. Where regulation has been carried on and the width reduced, good navigable depths are found, but the maximum low through depth to Sioux City is about 3 feet, and from there to mouth of Milk River, about 3 feet, and from thence*to Fort Benton, falling as low as 2 feet, when the extreme maximum stage is reached. The present condition is in general similar to the original, except that snags are fewer and the depths better and over longer portions, due to river improvement. The improvements heretofore carried on on this section have con- sisted in dike and revetment work and snagging. The most system- atic work has been carried onr near St. Joseph, Mo., and just above Kansas City. The work during the past year is given under (a), and consisted of 971 snags and 83 wrack heaps removed, 1,840 trees felled, 2,267 feet of dike and 6,782 feet revetment constructed. The commerce for 1909 was 127,142 short tons and 5,572,702 mile- tons. Detailed statement of commerce given under subhead (a). The river and harbor act of June 25, 1910, appropriated $300,000 for the improvement and maintenance of the Missouri River from Kansas City to Fort Benton, of which $150,000 may be expended be- tween Le Beau and Fort Benton. No work up to the close of the fiscal year had been done. In view of the funds ($300,000) already in hand and pending sub- mission of report on survey of the river from Sioux City to Fort Benton, authorized by the river and harbor act approved" March 3, 1909, no recommendation is made for further appropriation for work in connection with this improvement. Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------- $300, 000.00 July 1, 1910, balance unexpended ---------------------------- 300, 000. 00 (d) At St. Joseph, Mo.-This locality is on the portion from Kansas City to Fort Benton, about 87 miles above Kansas City by water and 62 miles by rail. The original and present condition are given under subheads (a) and (c). Local commerce is small. For amount of commerce over this portion see (c). The river and harbor act of June 25, 1910, adopted a project as follows: Improving Missouri River at Saint Joseph, Missouri, in accordance with the report submitted in House Document Numbered Eight hundred and twenty- four, Sixtieth Congress, first session, seventy-five thousand dollars: Provided, That no part of this amount shall be expended until the city of Saint Joseph, or, other agency, shall have deposited to the credit of the Secretary of War in some 652 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. duly recognized United States depository, to be designated by him, the sum of seventy-five thousand dollars, to be expended by said Secretary of War, together with the amount herein appropriated, in the execution of the plan of improve- ment recommended in the report herein referred to. The work contemplated is the construction of 16,000 feet of stand- ard revetment on the left bank near Lake Contrary, at an estimated cost of $150,000, with $3,000 annually for maintenance. No work will be undertaken until the conditions as to contribution of $75,000 are complied with. Amount appropriated by river and harbor act of June 25, 1910____ $75, 000.00 July 1, 1910, balance unexpended----------- ----------------- 75, 000. 00 (e) At Atchison, Kans.--This locality is on the portion from Kansas City to Fort Benton, about 56 miles above Kansas City by water and 47 miles by rail. The original and prestnt condition are given under subheads (a) and (c). * Local commerce is small. For amount over this portion see sub- head (c). The river and harbor act of June 25, 1910, adopted the following project: Improving Missouri River at Atchison, Kansas, in accordance with the report submitted in House Document Numbered Seven hundred, Sixty-first Congress, second session, ninety thousand dollars: Provided, That no part of this amount shall be expended until the city of Atchison, or other agency, shall have de- posited to the credit of the Secretary of War, in some duly recognized United States depository to be designated by him, the sum of ninety thousand dollars, to be expended by said Secretary of War, together with the amount herein appropriated, in the execution of the plan of improvement recommended in the report herein referred to. The work contemplated is the construction of a system of longi- tudinal and wing dikes on left bank, Missouri, just above the Atchi- son railroad bridge, at an estimated cost of $180,000, with $4,500 annually for maintenance. No work will be undertaken until the conditions as to contribution of $90,000 are complied with. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ $90, 000. 00 July 1, 1910, balance unexpended- 90, 000.00 (See Appendix AA 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. RIVER AND HARBOR IMPROVEMENTS. 653 The total of the appropriations and of receipts from other sources for improvement of the Osage River, beginning with the act of Au- gust 18, 1894, is $1,005,888.03. The amount expended by the General Government upon both proj- ects up to June 30, 1910, is $873,494.86. During the past year work on the general river has consisted in dredging, snagging, and repairs to longitudinal and cross dikes. By act of March 2, 1907, the sum of $10,000 was appropriated for general improvement, and $68,000 was appropriated for continuing construction of Lock and Dam No. 1, with authority for contracts to the additional amount of $160,000, all of which has been appro- priated for completion of the lock and dam. The river and harbor act of June 25, 1910, appropriated $35,000 for continuing improvement and for maintenance, and for comple- tion of lock and dam. Project will shortly be made. During the past year work has consisted in the construction of a cofferdam 664 feet and of 222 feet of Chanoine dam. There still remains for the completion of this work 155 feet of Chanoine dam. Contracts have also been let for replacing the wooden gates with steel ones. An allotment of $15,000 for this purpose was made from emergency appropriation act of March 3, 1909. The work during the year on open river improvement has con- sisted in snagging, dredging, and repair and extension of longitudinal and wing stone dikes, on the reach from the lock and dam to Linn Creek. The following work was accomplished: Wing dams constructed -_____A_____ linear feet__ 150 Wing dams and training walls repaired _do-.... 4, 787 Stone quarried ---------------------------------------cubic yards_ 1, 472 Gravel dredged from channel -do-- 3, 938 Snags and obstructions removed from channel_ -18 Trees felled from river banks_ - 51 Miles of river worked over____------------------------------- ------------- 20 The work now in progress contemplates the ,completion of the chanoine dam foundation and installation of the wickets and replac- ing of the wooden lock gates with steel ones. The funds on hand and available will be applied to the completion of Lock and Dam No. 1, and to maintenance. It is proposed to use the amount required for expenditure in fiscal year ending June 30,1912, in addition to the balance unexpended July 1, 1910, for works of improvement, and for maintenance of gen- eral improvement, including snagging, dredging, and repairs to dikes. The head of navigation is Warsaw, Mo., 172 miles above the mouth. Prior to improvement light-draft boats had to abandon their trips because of shoals; the same boats now ascend to the head of naviga- tion without interference. The improvement has only influenced freight rates by affording shippers a regular means of transportation by boat. Practically no rail facilities. Previous reports.-Preliminary examinations August 22, 1884, and December 10, 1886. Reports of surveys December 28, 1870, Febru- ary 11, 1875, February 13, 1879, April 21, 1881, January 9, 1890, November 9, 1900. Project adopted in 1871; snagging, dredging, and wing dams modified in 1890 by one lock and dam near mouth. 654 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Report on preliminary examination and survey made in compli- ance with act of March 2, 1907, was made January 21, 1908 (H. Doc. 960, 60th Cong., 1st sess.) Amount of freight carried on the Osage River. Calendar year- Short tons. Calendar year- Short tons. 1895-- 76, 706 1903 ---------------- 38, 501 1896- 72,393 1904- __ 35,746 1897_--- 71, 247 1905- - -- 8,678 1898_ 84, 286 1906 - 20, 506 1899 76,702 1907___ 31,601 1900 . -.. 96,144 1908_ - -- 30,606 1901_ 72,339 1909- -- - 25,264 1902------------------- 95,194 July 1, 1909, balance unexpended------------------------------ $154, 392. 01 Refunded account of overpayment------------------------------- . 25 Amount received from sale of condemned property---------------- 555. 95 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------------- 35, 000.00 Emergency allotment from river and harbor act of March 3, 1909__ 15, 000. 00 204, 948. 21 June 30, 1910, amount expended during fiscal year: For works of improvement- $7, 065.58 For maintenance of improvement 65, 489.46 72, 555.04 July 1, 1910, balance unexpended___ _ 132, 393. 17 July 1, 1910, outstanding liabilities _ 17, 552. 33 July 1, 1910, balance available------------------------------- 114, 840. 84 IAmount July 1, 1910, amount covered by uncompleted contracts------------ required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_- -------- a 15, 000. 00 Submitted in compliance with requirements of sundry civil act of 5, 965. 00 June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix AA 2.) 3. Gasconade River, Missouri.-This river is similar to the Osage, consisting of alternate shoals and pools. The project for the improve- ment of this stream, adopted in 1880, consisted in the removal of snags and logs from the channel and of leaning timber from the banks 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 must therefore be continuous. During the past season the boating channel was cleared of snags and wrack heaps, and all overhanging trees were trimmed or felled. Also dikes were repaired and extended, and the 3-row pile dike and stone dike 300 feet long at head of Priors Bend to close off chute, was constructed and practically completed. In general improvement the following was accomplished: Snags removed ------------------- 261 Trees felled -- -------- 253 Repairs to dams -.-. linear feet- 1, 940 Extension of new dams - ---- -- __do _.. 628 a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 655 The river and harbor act of March 3, 1909, appropriated $15,000 for the Gasconade River for maintenance of general open-river improvement. The river and harbor act of June 25, 1910, appropriated $20,000 for continuing improvement and for maintenance. It also provides for an examination and survey, Gascondy to Arlington. 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 $146,624.31. The amount expended under the project to June 30, 1910, is $125,734.70. The only influence the improvement has had upon freight rates is to afford shippers a regular means of transportation by boat. Practically no railroad facilities. It is proposed to use the amount required for expenditure in fiscal year ending June 30, 1912, in addition to the balance unex- pended July 1, 1910, 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. Prior to improvement light-draft boats were compelled to abandon their trips because of shoals; the same boats now go to the head of navigation without interference. Amount of freight carried on the Gasconade River. Calendar year- Short tons. Calendar year- Short tons. 1895- 47,544 1903__ 10,788 1896- 46,294 1904-- - 14,791 1897_ 30, 515 1905 29,837 1898 30, 981 1906__ 27, 604 1899_ 24, 259 1907 50,083 1900_ 51,580 1908__ 28, 887 1901_ 19,460 1909-- - -- 29,931 1902 44,380 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. Report on preliminary examination and survey, made in compli- ance with act of March 2, 1907, was made February 24, 1908 (HI. Doc. 829, 60th Cong., 1st sess.). July 1, 1909, balance unexpended------------------------------ a $15, 772. 07 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 0, 000.00 35, 772. 07 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------- ---------------- 14, 882. 46 July 1, 1910. balance unexpended----------------------------- 20, 889.61 July 1, 1910, outstanding liabilities-------- 118. 57 July 1, 1910, balance available - - - 20, 771. 04 a Error of $41.95 in 1909 balance, account survey disbursement. 656 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance __-_____. 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 March 3, 1899. (See Appendix A A 3.) Fort Riley Military Reservation, Kans.-The sundry civil act of March 4, 1909, appropriated $25,000 for bank preservation at Fort Riley, Kans., as follows: Fort Riley Military Reservation, Kansas: For the preservation of the bank line of Republican River in front of the Fort Riley Military Reservation, by revetment and such other work as may be necessary to protect the said reserva- tion from damage by erosion, twenty-five thousand dollars, to be immediately available. A project was submitted and approved for two 2-row concrete pile dikes, 800 and 400 feet, respectively. The piles were 30 feet by 11 inches by 11 inches, reenforced with four 4-inch steel rods. The bracing was reenforced concrete, 6 inches by 8 inches in section. This is the first complete permeable dike of concrete constructed on American rivers, having both piles and bracing of reenforced con- crete. A short three-row pile dike with partial concrete bracing was built near St. Joseph, Mo., on the Missouri River in 1908. The work has been completed and is very satisfactory except for earth erosion at the lower end of the 800-foot dike, where it joins an island and closes off a chute. The funds on hand will be used to continue the dike across the erosion and for protection along the island. July 1, 1909, balance unexpended --------------------------- $24, 980. 68 June 30, 1910, amount expended during fiscal year, for works of improvement --------------- 12, 949.03 July 1, 1910, balance unexpended----------------------------12, 031. 65 July 1, 1910, outstanding liabilities---------- ------------------- 755. 13 July 1, 1910, balance available ------------------------------ 11, 276. 52 (See Appendix A A 4.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Big Sioux River, South Dakota and Iowa.-Report, dated May 31, 1909, is printed in House Document No. 408, Sixty-first Congress, second session. This stream is not considered worthy of improvement by the General Government. 2. Preliminary examination and survey of Missouri River at the city of Atchison, Kans., with a view to retaining said river in its proper channel.-Reports, dated May 1, 1909, and January 17, 1910, respectively, are printed in House Document No. 700, Sixty-first a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 657 Congress, second session. A plan for improvement at an estimated cost of $180,000 is presented. 3. Preliminary examination and survey of Missouri River at or near Lake Contrary, Missouri, with a view to preventing a diversion of the channel.-Reports, dated May 1, 1909, and February 17, 1910, respectively, are printed in House Document No. 750, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $150,000 is presented, but for reasons stated one-half of this cost should be borne by the local interests. 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Kansas River, Kansas, up to Argentine. 2. Yellowstone River, Montana. 3. Missouri River, Sioux City to Fort Benton. IMPROVEMENT OF RIVERS AND HARBORS IN THE NASHVILLE, TENNESSEE, DISTRICT. This district was in the charge of Maj. Wm. W. Harts, Corps of Engineers. Division engineers, Col. Wm. T. Rossell, Corps of En- gineers, to September 21, 1909, and Lieut. Col. J. G. Warren, Corps of Engineers, since that date. 1. Obion and Forked Deer rivers, Tennessee.-The river and harbor 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 for steamers and, other craft, 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. It is probable that rafting and logging are feasible as far up as 25 miles above Obion. The improved section is about 69 miles long. 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 combined was reduced from $4,500 to $2,250. (See Annual Report for 1904, p. 2351.) Appropriations and allotments aggregating $29,618.50 have been made for the Obion River, of which $28,516.07 have been expended under the present project to June 30, 1910. No work was done during the past fiscal year. The funds expended were applied to maintenance of the floating plant. 56932 0-ENG 1910--42 658 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures have resulted in temporary improvements to the channel, lessening the dangers to navigation at medium and higher stages from Obion, Tenn., to the mouth of the river. The naviga- bility of the Obion River depends largely on the stage of water in the Mississippi. Navigation is not practicable at low stages. For the calendar year ending December 31, 1909, the reported com- merce on this stream amounted to 7,128 short tons, having an esti- mated value of about $71,758, consisting almost wholly of timber products; passengers carried, 18. For additional details of the Obion River, see the account of its survey in the Annual R.port 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. In acting upon an application by local interests the Secretary of War, under date of July 18, 1910, notified them that no objection would be made to the proposed operations looking to certain diver- sions of the stream in the interest of drainage, unless it should be found that the work contemplated would interfere with the navigable capacity of the stream. If the further improvement of the river in the interest of navigation be abandoned, as recommended, it is pos- sible that the unrestricted utilization of the stream for drainage pur- poses may be of material advantage to local interests. July 1, 1909, balance unexpended ........ __....... .... $1, 004. 38 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910 -----------.. .. ... .. ..... 218. 50 1,222.88 June 30, 1910, amount expended during fiscal year, for maintenance of improvement 120. 45 July 1, 1910, balance unexpended .......... . --. --... - 1, 102. 43 July 1, 1910, outstanding liabilities ..... .. 13.00 ---------- July 1, 1910, balance available 1, 089. 43 (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, entering the Obion River about 3- miles from the Mississippi. Dyers- burg is considered the head of navigation on the North Fork. Jack- son, Tenn., 95- miles above the mouth, 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. It is probable that rafting and logging can be carried on to a distance of 25 miles above Dyersburg. The improved section is about 21 miles long. 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 RIVER AND HARBOR IMPROVEMENTS. 659 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.) Unider this project appro- priations and allotments aggregating $12,818.50 have been made, of which $11,886.82 has been expended to June 30, 1910. The expendi- tures have resulted in temporary improvements to the channel, lessen- ing the dangers to navigation at medium and higher stages. The navigability of the Forked Deer River depends largely upon the stage of water in the Mississippi. Navigation is not practicable at low stages. No work was done during the past fiscal year. The funds ex- pended were applied to the maintenance of the floating plant. For the calendar year ending December 31, 1909, the reported commerce on this stream amounted to 3,681 short tons, having an esti- mated value of about $47,500, and consisting almost wholly of timber products. Passengers carried, 201. For references to sundry examinations and surveys of the Objon and Forked Deer rivers, see the Report of the Chief of Engineers for 1908, page 553. For the report of the survey of the South Fork of the Forked Deer River dated January 22, 1908, see House Docu- ment No. 945, Sixtieth Congress, first session. The effect of the improvement on freight rates is 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, 1909, balance unexpended---------------------------------$833. 63 Amount allotted from appropriation made by river and harbor act approved June 25, 1910 -------------------------- 218.50 1, 052. 13 June 30, 1910, amount expended during fiscal year, for maintenance of improvement___------------------- -------------------------- 120. 45 July 1, 1910, balance unexpended 931. 68 July 1, 1910, outstanding liabilities_ 11. 50 July 1, 1910, balance available__ _ - _ 920. 18 CONSOLIDATED. ------------------------------- July 1, 1909, balance unexpended_ $1, 838. 01 Amount appropriated by river and harbor act approved June 25, 1910_ 437.00 2, 275. 01 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------- ----------------------- 240, 90 July 1, 1910, balance unexpended 2, 034. 11 July 1, 1910, outstanding liabilities. 24. 50 July 1, 1910, balance available _--------------------- 2,009. 61 (See Appendix B B 1.) 660 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Burnside, Ky., the head of steamboat navigation, to Smithland, Ky., the dis- tance 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 legisla- tures 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. 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 harbor act of September 19, 1890, allotted $30,000 from the appro- priation 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, or project of canalization of the Cumberland River below Nashville, may be considered to have been adopted by the river and harbor act of July 13, 1892. It contemplates the ex- tension of the lock and dam system of the upper river over a con- siderable portion of the river below Nashville by the construction of seven locks and dams. (Annual Report, Chief of Engineers for 1909, RIVER AND HARBOR IMPROVEMENTS. 661 p. 586.) Under this project, Lock A, the first of the series, has already been placed in operation. A modification of this project was adopted by the river and harbor act of June 25, 1910, based on a survey of the lower Cumberland, the reports of which are printed in House Documents No. 758, Sixtieth Congress, first session, and No. 1481, Sixtieth Congress, second ses- sion. The modified project contemplates the completion of the canal- ization scheme by the construction of five additional locks, beginning with Lock B, about 51.5 miles below Nashville, and ending with Lock F, about 147 miles below Nashville, thus reducing the total number of locks from seven to six. The proposed locks are to be 52 feet wide and 280 feet long, with lifts varying from 10 to 13.1 feet. It also includes dredging the rest of the river to the mouth (about 46 miles) to a depth of 6 feet at low water, the total estimated cost of the additional improvement being $3,164,882.40. The act of June 25, 1910, appropriated $213,000 cash and authorized contracts to an additional amount of $450,000. Under the project of canalization, appropriations and allotments aggregating $673,000 have been made, which together with the re- ceipts from other sources, amounting to $1,002.80, makes a total of $674,002.80. The total expenditures under the present project to June 30, 1910, amount to $445,518.94, of which sum about $25,670.93 have been ap- plied 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, November 26, 1904, 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 prolonged by forty-five to ninety days, depend- ing on the stage of water, making it now average eight months annually. Lock A is 41.4 miles below Nashville. The Cumberland River below Nashville is usually navigable for all steamboats plying on it for six months in each year; for boats not drawing over 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. As a general rule, when the stage is below 2- 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, Carth- age, Nashville, and Clarksville for the years 1898-1902. No work of improvement was carried on during the past fiscal year. The funds expended during the fiscal year were applied to the par- tial payments for a snag boat and gasoline boat, to be used as a tender for the snag boat, in connection with the work of removing surface obstructions from the Cumberland River below Nashville from time to time so as to maintain this section in a navigable condition. For references to detailed reports and maps and to the report of the Board of Engineers for Rivers and Harbors concerning the fur- ther improvement of the Cumberland River see the Annual Report of the Chief of Engineers for 1908, page 555. 662 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The reported commerce for the calender year 1908 was 193,118 short tons, having an estimated value of about $4,723,833, passengers carried, 26,296. The tonnage consisted principally of timber and farm products 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 increased considerably since the completion of Lock A and two new lines of steamboats, the Tyner Line and Nashville Steamboat Company, have been added to the river trade. It appears from reliable information that the cost of transporting grain by river to Nashville is about 8 cents per 100 pounds from points below Evansville on the Ohio River, while it is 15 cents per 100 pounds by way of river to Henderson or Uniontown, Ky., and thence by rail to Nashville, or a saving of about 7 cents per 100 pounds by all river transportation. Within the past year freight rates by rail have advanced 12z to 20 per cent on every class of mer- chandise going south out of Nashville, while into Nashville it appears that the tariff has not been advanced. There is little doubt that the competition offered by the Cumberland River, even in its present con- dition, is the cause of the favorable rates into Nashville. The amount required for expenditure in the fiscal year ending June 30, 1912, will be applied toward the construction of Locks B and C. This amount is covered by the contract authorization provided by the act of June 25, 1910, and the appropriation will be carried by the next sundry civil act. In order that the improvement may be prosecuted most economically and advantageously it is recommended that the next river and harbor act provide a further contract authorization for work on this project, preferably for the entire amount of the estimate for its completion, or at least in the sum of $600,000 which is the balance (in round numbers) of the estimate for the construction of locks and dams B and C. The work proposed is necessary for the extension of the improvement. July 1, 1909, balance unexpended---.. $10, 240. 69 Received on account sales, condemned property 16. 50 Amount appropriatpd by river and harbor act approved June 25, 1910 ---------------------------------- 223, 000. 00 233, 257. 19 June 30, 1910, amount expended during fiscal year, for mainte- nance of improvement - - --- 4, 773. 33 July 1, 1910, balance unexpended - 228, 483.86 July 1, 1910, outstanding liabilities-............ 227.33 July 1, 1910, balance available- 228, 256. 53 Amount (estimated) required for completion of existing project_ a 2, 951, 882. 40 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__ ___ a 250, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 663 (b) Aboce Nash cille (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 estimated 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 system 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. On February 26, 1906, 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 and 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 con- tract, 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 re- port by providing for the completion of Locks and Dams Nos. 3, 4, 5, 6, and 7 at an additional expenditure of $550,000, thus reducing the cost of the project as modified to $2,769,000, increased in the report for 1908, page 1690, to.$2,854,000. The entire amount so authorized has been appropriated. The river and harbor act of March 3, 1905, authorized the Cumber- land River Improvement Company, of Kentucky, to improve the Cumberland River and tributaries (including.the South Fork) above Burnside, Ky., at its own expense, by the construction of the neces- sary locks and dams under Government supervision. The corpora- tion is granted the use of the resulting water power, subject to the terms of the act, and is required to commence work within eighteen months after.the completion of Lock No. 21. The district officer, in the appendix to this report, recommends that an additional sum of $85,000 be appropriated on account of Locks 3 to 7, to be applied in placing necessary bank protection and con- structing the lock houses at Locks 6 and 7, channel excavation between 664 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Locks 4 and 7, and to provide for the acquisition of the land necessary for a boat yard and ways for the repairs of floating plant. His recommendation is concurred in. It is further recommended that the balance now remaining on hand from the river and harbor act of March 3, 1905, for the completion of Lock and Dam No. 2, viz, $1,647.90, be made available for and applied in part fulfillment of the above estimate of $85,000. Under the project of canalization appropriations and allotments aggregating $2,874,000 have been made; $569.50 have been received from recoveries, sales, etc., making a total of $2,874,569.50. Of this amount $52,036.95 is chargeable to maintenance, leaving $2,822,532.55 applicable to works of improvement. The total expenditures under this project to June 30, 1910, amount to $2,651,429.04, of which sum about $36,539.15 was applied to maintenance. The expenditures have resulted in an improved channel way by the periodical removal of snags and other surface obstructions; the com- pletion and operation of Lock and Dam No. 1 November 26, 1904 (2.5 miles below Nashville); Lock and Dam No. 2 October 9, 1907 (9 miles above Nashville); Lock and Dam No. 3 October 15, 1908 (26 miles above Nashville) ; Lock and Dam No. 4 November 17,1909 (44.7 miles above Nashville); Lock and Dam No. 5 October 18, 1909 (72 miles above Nashville); the completion of the masonry of the locks and abutments of Dams Nos. 6 and 7 (89 and 106.6 miles above Nash- ville), and the erections of the lock gates at these structures; the pur- chase of the lumber for Dams 6 and 7; the partial construction of Lock and Dam No. 21 (294 miles above Nashville) and contingencies pertaining to the entire improvement. The expenditures also include the cost of selecting sites for the locks of the Smith Shoals system above Burnside, the purchase of the site for the abutment of Dam 8 (125.2 miles above Nashville), and of the site for Lock and Dam No. 22 (320.2 miles above Nashville). The present project on the Cum- berland River above Nashville does not contemplate further canaliza- tion of the river except finishing the locks and dams now under way. The completion of Locks and Dams Nos. 1 to 5 has resulted in a good harbor at Nashville and also in affording 6-foot navigation the year round for a distance of 90 miles above Nashville. A number of new boats and barges have been placed in commission since the com- pletion of the improvement. It is expected to complete Dams 6 and 7 during the coming working season, thus affording a permanent 6- foot channel from Nashville to Carthage and the Caney Fork River, a distance of about 125 miles. When these locks are in operation the effect of the project on freight rates will be more fully apparent. The expenditures during the past fiscal year were applied princi- pally to the completion and placing in operation of Locks and Dams 4 and 5, including the construction of two lock houses at Lock 4 and the partial construction of two lock houses at Lock 5; the erection of the lock gates and maneuvering machinery at Locks 6 and 7, under contract; the purchase of the lumber for Dams 6 and 7 (about 75 per cent delivered); quarrying stone for dam construction and completion of the guide walls at Locks 6 and 7, and construction of a snag boat and gasoline tender, and the completion of the lock walls and guide wall at Lock 21. For the statement concerning the annulment of the contract for constructing Lock and Dam No. 21. see the Report of the Chief of Engineers for 1908, page 1689. RIVER AND HARBOR IMPROVEMENTS. 665 The river and harbor act of June 25, 1910, appropriated $85,000 for the completion of Lock and Dam No. 21, provided that no part of the appropriation be expended until the Secretary of War has received satisfactory assurance that local interests will provide a suitable landing place convenient to the city of Burnside, which shall be open forever to the public on just and equal terms. 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 Nashville to Caney Fork River (Carthage, 116 miles) the river is navigable for steamboats of 2 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., for steamers and other craft. This section is considered navigable for rafting and logging for about 35 miles above Burnside. The amount expended for maintenance during the past fiscal year was applied to the partial payment for the construction of a snag boat and a gasoline tender. It is proposed to apply the amount required for expenditure in the fiscal year 1912 to the completion of Locks and Dams Nos. 6 and 7, channel excavation between Locks Nos. 4 and 7, and necessary con- tingencies. 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 condition. The commerce of the Cumberland River above Nashville for the calendar year 1909, as nearly as could be ascertained, aggregated 225,074 short tons, having an estimated value of about $7,224,779; passengers carried, 21,773. The tonnage consisted mainly of timber and farm products and general merchandise. For reference to surveys, see page 495, Annual Report of Chief of Engineers, 1906. The district engineer, in the appendix, invites attention to an aggravation in the obstruction to traffic offered at a ford across Spen- cers Creek, in Wilson County, Tenn., by reason of the higher water level in the Cumberland River caused by the construction of Dam No. 3. July 1, 1909, balance unexpended__ --------------------------- $401, 382. 68 Received on account sales, condemned property------------------ 76. 35 Amount appropriated by river and harbor act approved June 25, 1910---------- ------------------------- 95, 000. 00 496, 459. 03 June 30, 1910, amount expended during fiscal year: For works of improvement------------------$268, 343. 57 For maintenance of improvement--------------4, 975.00 273, 318. 57 July 1, 1910, balance unexpended---------------------------- 223, 140. 46 July 1, 1910, outstanding liabilities-- -------------- 16, 110. 83 July 1, 1910, balance available --------------------- 207, 029. 63 666 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1910, amount covered by uncompleted contracts___________ $16, 424. 57 Amount (estimated) required for completion of existing project___ as5, 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__________________________ a 5, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix B B 2.) 3. Operating and care of locks and dams on Cumberland River.- Six locks are now in operation: Lock A, the first of the series below Nashville, and Locks 1, 2, 3, 4, and 5 of the series above Nashville. They have an available length of 280 feet, a clear width of 52 feet between walls, and a depth of 6z feet on miter sills at low water, ex- cept at lower miter sill of Lock A, where the present low-water depth is only 1 foot. This depth will be increased to 6z feet by the con- struction 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 1909 the tonnage passing the locks now in operation was as follows, as nearly as could be ascertained: Lock A, 97,176 short tons; Lock No. 1, 87,546 short tons; Lock No. 2, 138,985 short tons; Lock No. 3, 117,172 short tons; Lock No. 4, 525 short tons (since November 17, 1909); Lock No. 5, 448 short tons (since October 18, 1909). The funds expended were applied to the repairs of dam No. 3 with concrete; constructing of a 10-inch suction dredge for pumping out lock pits, etc.; operating and care of the locks and dams, and neces- sary contingencies. The amount expended to June 30, 1910, was $94,033.14, of which $33,055.73 were expended during the past fiscal year. (See Appendix B B 3.) 4. Caney Fork River, Tennessee.-For the usual information rela- tive to this stream refernce is made to the last annual report, pages 591-592. There were no operations and no expenditures during the past fiscal year. The balance available, $172.42, is on deposit in the United States Treasury, against which there are no outstanding obli- gations. On page 592 of the last annual report it was stated that no further appropriations under this project were warranted. Until further action is taken by Congress, this work will be dropped. (See Appendix B B 4.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, 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 documents as indicated: 1. Preliminary examination of Obey River, Tennessee.-Report dated June 22, 1909, is printed in House Document No. 319, Sixty- a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 667 first Congress, second session. The locality is not considered worthy of improvement by the General Government at the present time. 2. Preliminaryexamination of Cumberland River from Lock No. 7, below Carthage, Tenn., to Lock No. 21, below Burnside, Ky.-Report dated June 17, 1909, is printed in House Document No. 632, Sixty-first Congress, second session. The improvement is not considered worthy of being undertaken by the General Government in the manner pro- posed, or until a 6-foot navigation is provided in the river below Nashville by means of locks and dams yet to be provided for by Congress. 3. Preliminary examination of Caney Fork, Tennessee, from its mouth for a distance of 80 miles up the same.-Report dated June 22, 1909, is printed in House Document No. 693, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE CHATTANOOGA, TENNESSEE, DISTRICT. This district was in the charge of Maj. Winm. W. Harts, Corps of Engineers. Division engineer, Col. Wm. T. Rossell, Corps of Engi- neers, to September 21, 1909, and Lieut. Col. Jas. G. Warren, Corps of Engineers, since that date. TENNESSEE 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 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 act 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 $9,420,070.87; amount received from other sources, $11,090.95, making the total received $9,431,161.82. Of this the sum of $1,172,865.98 has been allotted for operating, care, 668 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and repair of the Muscle Shoals Canal from November, 1890, when it was opened to navigation, to June 30, 1910. Freight rates are said to be already considerably lowered by this project, but there is no information available indicating to what extent 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. Appropriations and allotments under the present project amount to $473,504.54, and the receipts from sales, etc., have been $155.70; making a total of $473,660.24. The total amount expended under the present project to June 30, 1910, is $350,366.09, including $56,437.11 for maintenance. Operations in recent years have been mainly concentrated at the formidable series of obstructions extending from Caney Creek shoals (about 98 miles above Chattanooga) downstream for a distance of about 8 miles, and at Little River shoals, another serious obstruction about 12 miles below Knoxville. The projected works at these localities have been practically completed. The river and harbor act of June 25, 1910, made an appropriation of $120,000 for continuing improvement and for maintenance, and provides that of this sum $15,000, or so much thereof as may be necessary, shall be used in removing obstructions in the section of the river from the mouth of Richland Creek to Knott, near Euchee. The expenditures during the past fiscal year, including the funds expended for maintenance, were applied to dredging and dike con- struction at Little River shoals and to repair and maintenance of floating plant. The limited amount of funds available precluded extensive operations. 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 oscillations range from about 40.5 feet at Knoxville to about 58 feet at Chattanooga. The commerce reported on this portion of the river for the calendar year 1909 amounted to 370,430 short tons, valued at about $2,320,360. The approximate quantities of the various items included in this traf- fic were sand and gravel, 156,000 tons; iron ore, 90,000 tons; logs (rafted), 55,500 tons; marble, 27,000 tons; farm products, merchan- dise, and miscellaneous commodities, 42,000 tons. RIVER AND HARBOR IMPROVEMENTS. 669 A map of this section of the river is printed in the Annual Report of the Chief of Engineers for 1876, page 710, and on account of its survey in the report of 1893, page 2333. It is proposed to apply the amount required for expenditure in the fiscal year ending June 30, 1912, to dredging and dike construc- tion in the section extending from Euchee (about 80 miles above Chattanooga) to Dayton landing (about 40 miles above Chattanooga), and to maintaining the navigable waterway by the removal of surface obstructions and repairing existing works of regulation. The pro- posed continuance of the improvement under the existing project is for the purpose of extending benefits already secured. The funds to the credit of the Little Tennessee River, $1,489.91, were transferred to the appropriation for improving the Tennessee River above Chattanooga, from which the allotment was originally made. This action was taken for the reason that no further work is proposed on the Little Tennessee River (annual report for 1909, p. 594). TENNESSEE RIVER ABOVE CHATTANOOGA. July 1, 1909, balance unexpended ____________------- $44, 329. 04 Received by transfer from Little Tennessee River_ 1, 489. 91 Amount appropriated by river and harbor act approved June 25, 1910 __-- ------------- --------------------------- 120, 000. 00 165, 818. 95 June 30, 1910, amount expended during fiscal year: For works of improvement__________ $2. 85 For maintenance of improvement__________________ 42, 521. 95 42, 524. 80 July 1, 1910, balance unexpended ________ 123, 294.15 July 1, 1910, outstanding liabilities_____________________________ 648. 95 July 1, 1910, balance available___ ------------------------- 122, 645. 20 Amount (estimated) required for completion of existing project___ a 960, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance -........-- a 65, 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, 1909, balance unexpended__-- __----------------------___ 1, 489. 91 Transferred to Tennessee River above Chattanooga__ _ ____ _ 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- 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), a Exclusive of the balance unexpended July 1, 1910. 670 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Expenditures aggregating $595,532.74 have been made in the im- provement of the open river at various localities between Chattanooga and Riverton under a former project, dating back to 1868, which con- templated securing a least depth of 3 feet at low water in the im- proved channels. The existing projects for the improvement of this section are three in number. The first authorizes the construction by private parties of a lock and dam at Hales bar, about 33 miles below Chattanooga, which will form a pool extending above Chattanooga with a depth of at least 6 feet at low water, the parties doing the work being granted the use of the water power produced by the dam for a period of ninety-nine years. The United States is to prepare the plans, super- vise the construction, and provide the gates, valves, operating ma- chinery, and other appurtenances of the lock, at a total cost now esti- mated at $214,720. The project was adopted by act of April 26, 1904, amended (as to location of the work) by act of January 7, 1905. The second project, adopted by the act of March 2, 1907, and ex- tended in scope by the act of June 25, 1910, provides for open- channel work to secure a depth of 5 feet at low water between Chat- tanooga and Riverton, with the exception of the intervals covered by the Hales Bar lock and dam, the Muscle Shoals Canal, and the Colbert Shoals Canal. To the original (1907) estimate of cost, $1,231,500, is now added $250,000 for the work necessary between Florence and Riverton (Rivers and Harbors Committee Document No. 12, Sixty-first Congress, second session), making the total esti- mate for the existing project $1,481,500. The third project provides for the improvement of Colbert and Bee Tree shoals, near the downstream limit of this section, by the con- struction of a lateral canal about 8 miles long, with one lock of about 26 feet lift, at an estimated cost of $2,847,009.70. The original proj- ect was approved by the Secretary of War on November 28, 1890, and its last modification on June 12, 1905. The appropriations and allotments under the existing projects for the improvement of this section aggregate $3,059,394.24, and in addition the sum of $9,179.97 has been received from other sources, making a total of $3,068,574.21, of which the sum of $2,482,329.89 has been expended to June 30, 1910. The expenditures have resulted in the preparation of plans for the Hales Bar lock and dam, the purchase of the metal work to be incorporated in the masonry, the construction and delivery of the upper and lower lock gates under contract, the construction of a quarterboat for the United States inspecting force, and the super- vision of the entire Hales bar work, at a total cost of $86,840.13; in RIVER AND HARBOR IMPROVEMENTS. 671 the partial improvement of the open-river channel at various points between Chattanooga and Riverton, notably at Allens and Burdine bars, and the construction of necessary floating plant (including a $30,000 dredge), at a total cost of $187,548.38, of which the expendi- tures for maintenance amounted to $4,671.41; and in the completion of Colbert Shoals Canal, with the exception of the guard gates, sluice valves, operating machinery, and the protection of the canal slopes from erosion, at a total cost of $2,207,941.38. 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 No. 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. At Hales bar the expenditures during the fiscal year were applied to part payment for the lower lock gates and to the cost of supervis- ing the contract work of building the lock and dam. The lock walls are about 95 per cent completed, and the construction of the dam has been commenced. In the Annual Report for 1909 (page 564) the additional sum of $101,750 was estimated to be required for the completion of the work with which the United States is chargeable in connection with this improvement. The river and harbor act of March 3, 1909, carried an authorization of one-half this amount, which was appropriated by the sundry civil act of June 25, 1910, and the river and harbor act of June 25, 1910, appropriated the balance of the estimate. The funds expended during the fiscal year for open-channel work between Chattanooga and Riverton were applied to the building of contraction works at Burdine bar, to a small amount of channel ex- cavation in the stretch between Hobbs Island and Guntersville, and to the construction of a 2-yard dipper dredge and its necessary auxiliary plant. The expenditures in connection with the Colbert Shoals Canal work during the fiscal year were applied to the completion of the contracts for excavating the canal prism, the installation of the upper and lower lock gates under contract, the letting of contracts for the gate and valve operating machinery, and to sundry operations per- formed by hired labor in making preparations for the opening of the canal to navigation. A contract for the guard gates will be let as soon as the funds recently provided by Congress become available. By joint resolu- tion of Congress, January 7, 1910, the sum of $15,000 from the appro- priation for the section between Chattanooga and Riverton (open- channel work) was made available for carrying on the Colbert shoals improvement, for which work the funds had become practically ex- hausted. Of this amount, however, it was found necessary to use only $5,000. The appropriation of June 25, 1910, will suffice to complete the work under the existing project. 672 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the amount recommended for open-channel work, $100,000, to dredging and dike construction at shoal places between Chattanooga and Riverton and to maintenance of the exist- ing channel, the object of the proposed work being to extend the benefits already secured from open-river improvement and, in addi- tion, to render available the important advantages to be derived from the opening of Colbert Shoals Canal. The commerce carried on the river between Chattanooga and Florence in the calendar year 1909, as compiled from reports obtained from the steamboat companies, amounted to 288,750 short tons, valued at approximately $10,020,990. In round numbers, this traffic consisted of 67,000 tons of timber products, 60,000 tons of merchan- dise and miscellaneous commodities, 39,000 tons of farm products, 33,000 tons of coal, and 90,000 tons of sand. 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, 1909, balance unexpended------------------------------ $80, 704.49 Amount appropriated by sundry civil act approved June 25, 1910 50, 875. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 50, 875.00 182, 454. 49 June 30, 1910, amount expended during fiscal year, for works of improvement 39, 556. 33 July 1, 1910, balance unexpended .- -----. ----.----- 142, 898. 16 July 1, 1910, outstanding liabilities 296. 22 July 1, 1910, balance available_--------------------------------- 142, 601.94 July 1, 1910, amount covered by uncompleted contracts ------------ 20, 335. 60 OPEN-CHANNEL WORK. July 1, 1909, balance unexpended----------------------------- $103, 312. 46 Amount appropriated by river and harbor act- approved June 25, 1910 ------------------------------------------------------ 310, 000. 00 413, 312. 46 June 30, 1910, amount expended during fiscal year: For works of improvement ------------------- $77, 536. 51 Transferred to appropriation for Colbert and Bee Tree shoals__----------------------------- ------ 5,000.00 For maintenance of improvement 1, 606. 91 84, 143. 42 July 1, 1910, balance unexpended------- - 329, 169.04 fuly 1, 1910, outstanding liabilities-- ------------------------- 7, 447. 48 July 1, 1910, balance available----------------------- 321, 721. 56 Amount (estimated) required for completion of existing project___ a 971, 000. 00 Amount required for expenditure in fiscal year ending June 30, ---------- 1912, for works of improvement and for maintenance_ a 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 Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 673 COLBERT AND BEE TREE SHOALS. July 1, 1909, balance unexpended------------------------------ $150, 418. 90 Amount appropriated by river and harbor. act approved June 25, 1910---------------- ----------------- 100, 000. 00 Transferred from appropriation for open-channel work between Chattanooga and Riverton ------------------------------------ 5, 000. 00 Received from other sources----------------------------------- 8, 629. 00 264, 047. 90 June 30, 1910, amount expended during fiscal year, for works of improvement---------------------------------- 149, 870. 78 July 1, 1910, balance unexpended_-- ----- 114, 177.12 July 1, 1910, outstanding liabilities------------------------------ 1, 933. 44 July 1, 1910, balance available------------------------------- 112; 243. 68 July 1, 1910, amount covered by uncompleted contracts_ -- 15, 649. 00 (c) Below Riverton, Ala. (226 miles).-This section of the river lies below most of the large tributaries, and the slope being uniform and moderate and the width nowhere excessive it affords unusual facilities for navigation. The ruling low-water depths were orig- inally about 3.5 feet over the lower 196 miles and 2 feet in the remain- ing portion. The average slope is 0.34 foot per mile, and the low- water discharge is about 10,000 cubic feet per second. In 1896 there were 49 localities having less than 5 feet depth at low water, and several other shoals have since developed. The existing project, originally adopted September 19, 1890, and subsequently extended in its scope by the acts of August 18, 1894, and March 3, 1899, is to obtain, by dredging, a channel not less than 5 feet deep and 150 feet wide, and to protect Livingston Point and Tennessee Island from erosion with a view to preserving the port of Paducah, Ky. The appropriations and allotments for this section amount to $554,- 197.74, and sums aggregating $838.49 have been received from other sources, making a total of $555,036.23. The total amount expended to June 30, 1910, was $403,487.76, in- cluding about $84,346.18 for maintenance. These expenditures have resulted in the completion of the work at Livingston Point and Tennessee Island at a cost of $83,501.65, including maintenance; in the removal of snags and the dredging of about 1,386,320 cubic yards of gravel at about 33 localities, thus removing the worst obstructions below Hamburg; and in providing and maintaining the dredging plant required in carrying on the improvement. The results of the dredging operations appear to be fairly permanent at about two-thirds of the places improved. The expenditures during the fiscal year 1909 were mainly applied to dredging new channels at McCulloch bar and the bar at Pentecost towhead. 55 miles and 40 miles, respectively, above Paducah. Under an allotment from the appropriation for emergencies in river and harbor works the revetment at Livingston Point, Ky., was repaired and extended at a cost of $6,134, the effects of erosion at that place having begun to threaten the safety of the harbor of Paducah. 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 0 56932 -ENG 1910---43 674 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. oscillations range from about 48 feet at Johnsonville to about 55 feet at Paducah. The commerce carried on the river between Florence and Paducah in the calendar year 1909 amounted to about 375,570 short tons, of which the estimated value was $9,020,840, the principal items, in order of value, being merchandise, peanuts, railroad ties, grain, and cotton. Railroad ties formed the most considerable item in point of tonnage. It is proposed to apply the amount required for expenditure in the fiscal year 1912 to maintenance of the existing waterway and to chan- nel improvement at the shoal places offering the greatest obstruction to navigation. The work proposed will result in an extension of the benefits already secured, and will, moreover, serve an important pur- pose in rendering more fully available the improvement effected by the completion of the Colbert Shoals Canal. July 1, 1909, balance unexpended_ - ________ _ $21, 710. 30 Allotment from emergency act of March 3, 1909 7, 000. 00 Amount appropriated by river and harbor act approved Juhie 25, 1910 ------------------------------------------------------ 150, 000. 00 178, 710. 30 June 30, 1910, amount expended during fiscal year: For works of improvement ------------------- $12. 70 For maintenance of improvement------------------ 27, 149. 13 - 27, 161. 83 July 1, 1910, balance unexpended_ _ _- 151, 548. 47 July 1, 1910, outstanding liabilities_ _ - 361. 51 July 1, 1910, balance available_ __-_ __-- 151, 186. 96 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ___ _ a 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 C 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 opposite 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 freight transported through the canal in the calendar year 1909 amounted to 17,353 short tons, the estimated value of which was $1,168,715. The number of lockages made, exclusive of those of gov- ernment craft, was 1,304. The amount expended to June 30, 1910, was $1,171,224.67, of which the sum of $51,420.87 was expended during the year. (See Appendix C C 2.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 675 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, and it is not believed that rafting or logging is practicable to any great extent above this point. An isolated portion of the river in North Carolina, between Brevard and Asheville, was under improvement for several years from 1877 to 1882, and $43,000 was expended 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. To June 30, 1910, $170,000 had been appropriated and allotted for this improvement in both North Carolina and Tennessee, and $503.01 had been received from other sources, making an aggregate of $170,503.01. The amount expended to June 30, 1910, for work in the State of Tennessee was $102,863.55, of which $11,445.70 was for maintenance. This expenditure has been applied to the improvement of 15 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. The funds expended during the past fiscal year were applied to channel excavation and repair of dikes at six localities below Dandridge. The condition of the appropriation precluded more ex- tensive operations. 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 1909 amounted to about 15,315 short tons, valued at about $326,860. 676 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For details of the French Broard 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 railroad rates, therefore, would be indeterminate, though doubtless important. The funds available will be applied to open-channel work under the existing project, to secure an extension of the benefits already ob- tained, and for the maintenance of the improvement. July 1, 1909, balance unexpended ------------------------------- $5, 865. 10 Amount appropriated by river and harbor act approved June 25, 1910-- ----------------------------------------------- 23, 000. 00 28, 865. 10 June 30, 1910, amount expended during fiscal year: For works of improvement ----------------- $865. 10 For maintenance of improvement ------------------ 3, 360. 54 4, 225. 64 July 1, 1910, balance unexpended------------------------------24, 639. 46 July 1, 1910, outstanding liabilities ------------------------------ 206. 19 July 1, 1910, balance available---------------------------------24, 433. 27 Amount (estimated) required for completion of existing project__ a38, 515. 64 (See Appendix C C 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 sums thus far appropriated and allotted for this stream amount to $56,825.43, and $1.10 additional has been received from sales, mak- ing the total receipts $56,826.53, exclusive of any part of the $17,000 appropriated for the Clinch and Hiwassee rivers by the act approved June 25, 1910, which act provided that of this sum an amount not to exceed $2,000 may be expended on Clinch River, in the State of Vir- ginia, in accordance with plan printed in House Document No. 75, Fifty-sixth Congress, second session. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 677 The amount expended to June 30, 1910, was $54,401.12.a This has been applied to reducing reefs, removing surface obstructions, and building wing dams and training walls, whereby the use of the river has been made practicable at stages 2 to a feet lower than before the improvement was begun. No operations were carried on during the past fiscal year. The town of Clinton has been reached by small steamboats, and is regarded as the practicable limit of steamboat navigation. Rafts are transported from points at least as far upstream as Speers Ferry, Va., 201 miles from the mouth. The commerce reported on the Clinch River for the calendar year 1909 consisted of 35,400 short tons of logs rafted, valued at about $212,400, and about 285 tons of farm products carried between Harri- man on the Emory River, and Tennessee River points, a distance of 4.5 miles on the Clinch. Statistics of the traffic arriving at and de- parting from Kingston, Tenn., were not compiled separately from the commerce of the Tennessee River, as this town is situated so near the mouth of the Clinch as to make it virtually a Tennessee River port. 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 Engi- neers for 1901, page 2542. There is no information available indicating the extent to which freight rates are affected by this improvement. It seens 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, 1909, balance unexpended_________________-____ _ $425. 41 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910_------ .... ----------------------- _ 7, 000. 00 7, 425.41 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_------------------------------------------------- 65. 99 July 1, 1910, balance unexpended _____- ___-_____ __7,-- 359. 42 July 1, 1910, outstanding liabilities __ ________ ___ ____-- -28. 84 July 1, 1910, balance available _____________ 7, 330. 58 (b) Hiwassee River.-The Hiwassee River rises in the mountains of western North 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 Hiwas- see 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 ob- structed 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 a Exclusive of expenditures amounting to $65.99, made on account of inspec- tions for the Isthmian Canal Commission, which will be recovered through transfer settlement. 678 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM1Y. 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. Under the present project funds aggregating $74,855.33 have been received from appropriations and allotments and $8.23 from sales, making a total of $74,863.56, exclusive of any part of the $17,000 appropriated for the Clinch and Hiwassee rivers by the act approved June 25, 1910. The amount expended on the present project to June 30, 1910, was $74,726.06. This has been applied to the improvement of the thirteen principal shoals below Charleston and to the maintenance of the navigable channel. At eight of these shoals operations were carried on during the past fiscal year, including channel excavation, the alteration and extension of dikes and spurs, and the removal of bowlders and loose rock from channels previously dredged. 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. Savan- nah 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 navigation; although at present steamboat traffic does not extend above Charleston. Rafting and logging are not considered prac- ticable above Savannah Ford. The commerce on the Hiwassee River for the calendar year 1909 amounted to about 3,020 short tons, valued at about $100,150. It con- sisted principally of farm products and general merchandise. For report of survey see Annual Report of the Chief of Engineers for 1901, page 2458. There is no information available indicating the extent to which freight rates are affected by this improvement. Itis probably slight. All the funds called for in the estimate of 1901 have been appro- priated. The available funds are considered sufficient for the main- tenance of the improvement during the fiscal year 1912. July 1, 1909, balance unexpended------------------------------- $7, 819. 38 Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910---------------------------------------- 10, 000. 00 17, 819. 38 June 30, 1910, amount expended during fiscal year: For works of improvement $2, 819. 38 For maintenance of improvement_ --- 4, 862. 50 7, 681.88 July 1, 1910, ballance unexpended_ 10, 137. 50 July 1, 1910, outstanding liabilities- - -------- 137. 50 July 1, 1910, balance available--- .... 10,000. 00 RIVER AND HARBOR tIMPROVEMENTS. 679 (c) Holston River.-For the usual information relative to this stream reference is made to the last annual report, page 605. There were no operations and no expenditures during the fiscal year, except $14.15 for travel expenses connected with the inspection of a bridge. The balance available, $317.41, is on deposit in the United States Treasury, and against this there are no outstanding obligations. On page 605 of the last annual report it was stated that no further improvement of this stream was warranted for the present. Until further action by Congress this work will be dropped. July 1, 1909, balance unexpended _________________---------_ $317.41 June 30. 1910, amount expended during fiscal year, for maintenance of improvement___________________________ of imroveent-------------------------------------------1.1 14.15 July 1, 1910, balance unexpended__---------------------------------- 303.26 CONSOLIDATED. July 1, 1909, balance unexpended____ ----------- $8, 562.20 Amount appropriated by river and harbor act approved June 25, 1910_ 17, 000. 00 25, 562. 20 June 30, 1910, amount expended during fiscal year: For works of improvement_ $2, 819.38 For maintenance of improvement-------------------4, 942. 64 7, 762. 02 July 1, 1910, balance unexpended__--------- 17, 800. 18 July 1, 1910, outstanding liabilities_ __-------------------------------- 166. 34 July 1, 1910, balance available ------------ 17, 633. 84 (See Appendix C C 4.) SURVEY OF THE TENNESSEE RIVER, TENNESSEE, ALABAMA, AND KENTUCKY, REQUIRED BY THE RIVER AND HARBOR ACT OF MARCH 3, 1909. A survey of the Tennessee River, Tennessee, Alabama, and Ken- tucky, from the confluence of the Holston and the French Broad rivers, to its mouth, etc., required by the river and harbor act of March 3, 1909, was assigned to a board of engineers, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST CINCINNATI, OHIO, DISTRICT. This district was in the charge of Col. Wm. T. Rossell, Corps of Engineers, to September 30, 1909, and Lieut. Col. J. G. Warren, Corps of Engineers, since that date. Division engineer, Col. Wm. T. Ros- sell, Corps of Engineers, to September 21, 1909, and Lieut. Col. J. G. Warren, Corps of Engineers, since that date. 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 680 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mouth of the river, the average annual range during the past thirty years is 48.8 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 of harbor lines, regulation of encroachment and deposits on the banks of the river or in its channel, and, the supervision 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 Govern- ment during the eighty-three years it has been in progress, exclusive of liabilities outstanding June 30, 1910, is $7,314,153.11. The principal operations of the year were as follows: The U. S. dredges Ohio, Oswego, and Indiana excavated 376,893 cubic yards of gravel, sand, etc., 47.1 tons of rock, 190.2 tons of snags, and 6 wrecks of coal-boat bottoms and barges. The hired dredging plant excavated 31,480.2 cubic yards of sand, gravel, etc., 11 tons of rock, and 273.1 tons of snags. This dredging has resulted in improvement of the channel, making a depth of from 4 to 6 feet below low water at Bakers Island, Wills Creek, Bat and Grape islands, Jenny Lind bar, Gallipolis Ice Har- bor, Bonanza bar, Straight Ripple, Grassy flats, Hughes bar, Trade- water bar, Walkers bar, Sisters Island, and Brookport, Ill. On the dam at head of Browns Island, under contract dated Octo- ber 6, 1908, the following work was done and material placed: Ex- cavation, ledge rock, 32 cubic yards; excavation, loose rock, 4,063.35 cubic yards; drilling anchor-bolt holes, 30 linear feet; piles, 114; iron tie-rods, anchor bolts and connections, 7,991 pounds; stone filling, 9 to 18 cubic feet each, 1,142.5 cubic yards; stone filling, I to 3 cubic feet each, 1,455.75 cubic yards; earth filling, 183 cubic yards; con- crete, 1,707.86 cubic yards; extra cement, 252 barrels. On the concrete dam at head of Marietta Island, under contract dated October 14, 1907, work was carried on and completed. The total work done and material placed under this contract is as follows: Excavation, 10,366.31 cubic yards; earth filling, 223.49 cubic yards; piles, 198; iron tie-rods, etc., 13,365 pounds; stone, 9 to 18 cubic feet each, 3,530.9 cubic yards; stone, 4 to 3 cubic feet each, 4,247.15 cubic yards; concrete, 2,768.88 cubic yards; extra cement, 30.5 barrels. Work of constructing loose-stone dike at head of Grand Chain, Ill., under contract of October 14, 1907, was carried on and completed. The material placed under the contract is as follows: Stone, I to 3 cubic feet each, 9,209 cubic yards; stone, 6 to 10 cubic feet each, 574 cubic yards. The work of removing rock at Grand Chain, Ill., under contract dated September 7, 1909, was carried on and completed. The total amount of material removed (mostly rock) was 2,228 cubic yards. Supervision was had of established harbor lines at Steubenville, Ohio; Wheeling, W. Va.,; Ironton, Ohio; and Cincinnati, Ohio. The RIVER AND HARBOR IMPROVEMENTS. 681 tentative harbor lines at East Liverpool, Ohio, were marked on the ground with permanent monuments. A resurvey of the Cincinnati, Ohio, harbor lines based on a system of triangulations, is in progress. Twenty-two permits were issued to cover the construction of bridges, pipe lines, overhead cables, intakes, coal tipples, sewer outlet, buildings, cofferdam, and landing stage for barges. Supervision was had of permits for all miscellaneous and bridge construction 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 be- come more continuous than past appropriations have permitted. The unimproved portions afford less depth of channel than the improved 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 fluctuation in river stages. During the fiscal year the available depth has been about the average. The fluctuations in river stages are indicated by the following readings from characteristic river gauges: Highest. Date. Lowest. Date. Range. Feet. 1910. Feet. 1909. Feet. Dam No. 6........... ..... ......... 34.2 Mar2 ...... 1.6 Oct. 14...... 32.6 Wheeling, W. Va.... ... ........... 37. 3 Mar. 3 ..... 1.0 Aug. 13-14, 36. 3 Oct. 11-12. Parkersburg, W. Va... ... .... . .... 41.7 Mar. 4-5.... 0. 9 Oct. 9-11 40. 8 and 14. Point Pleasant, W. Va.......... ......... 44.8 Mar. 5 ...... 0.9 Oct. 9-12.... 43.9 Portsmouth, Ohio......... ...... .... 50.9 Mar. 6..... 2. 4 Oct. 13...... 48. 5 Cincinnati, Ohio........... ........... ..... 51.8 Mar. 7..... 3. 6 Oct. 15...... 48.2 Louisville, Ky. (head)............ ......... 24.2 ..... do .... 2.4 Oct. 18...... 21.8 Evansville, Ind....... ............... .... 39.7 Mar. 10..... 2.4 Oct. 19-20... 37.3 Paducah, Ky........................... .. 36.2 Feb. 11-13... 1. 7 Oct. 15-16... 34.5 1909. Cairo, Ill................................... 43. 4 July 18-19... 7.0 .... do...... 36.4 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. No estimate can be given of the effect of the improvement thus far made on freight rates. In this connection reference is made to the 682 REPORT OF THE CHIEF OF ENdGiNEERS, U. S. AR1VIY. 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 importance 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.. 8,676,701 short tons, at an estimated value of $60,736,907; passengers, 4,671,794. July 1, 1909, balance unexpended____________________________ $427,261. 42 Overpayments refunded, fiscal year 1909_ __-_____-_ ____ __ __ _1. 78 Received from sales, etc____________________________ __ 331. 97 Amount appropriated by river and harbor act approved June 25, 1910_ 550, 000.00 977, 595. 17 June 30, 1910, amount expended during fiscal year: For works of improvement ___ $133, 920. 50 For maintenance of improvement___ 11, 508. 02 $145, 428. 52 Deposited to surplus fund__ _ 12, 204. 06 Deposited to credit " Miscellaneous receipts" (liquidated damages)___ 1, 650. 00 13, 854. 06 159, 282. 58 July 1, 1910, balance unexpended 818, 312. 59 July 1, 1910, outstanding liabilities_________________ _________ 3, 967. 50 July 1, 1910, balance available______________________________ 814, 345. 09 July 1, 1910, amount covered by uncompleted contracts _____ 46, 756. 18 Amount (estimated) required for completion of existing project___ Indefinite. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ -_ __-__ a229, 500. 00 Submited 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. Lock and Dam No. 29, Ohio River.-The river and harbor act of June 25, 1910, provided for continuing improvement of the Ohio River with a view to securing a navigable depth of 9 feet, in accord- ance with report submitted in House Document No. 492, Sixtieth Congress, first session, and with a view to the completion of such improvement within a period of twelve years the act made an appro- priation of $1,150,000 to be applied to the purchase of sites for 18 locks and dams and toward the construction of certain others. An allotment from this appropriation of $150,000 has been made for the purchase of site and beginning construction of Lock and Dam a Exclusive of balance unexpended July 1, 1910. I tiEER AND HARBOR IMPROVEMENTS. 683 No. 29, and work thereon will be commenced during the next fiscal year. Amount allotted from appropriation made by river and harbor act approved June 25, 1910______------__----------------- _ $150, 000. 00 July 1, 1910, balance unexpended ______________------------ 150, 000. 00 Amount (estimated) required for completion of existing project_ a 1, 090, 000. 00 1912. for works of improvement_________----------------- (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. 3. 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 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 9 feet." The river and harbor act of March 3, 1909, further increased the authorization for this work by $150,000, making a total of $1,300,000, which has all been appropriated. Work was carried on from July 23, 1909, to December 28, 1909, under generally favorable conditions; the work accomplished in- cluded the carrying of the subfoundation of navigable pass entirely across the river and the completion of the masonry for the three bear traps, except superstructure of piers. The stationary ironwork of the three bear traps was completed; the movable ironwork of bear trap No. 3 was completed, and a portion of bear trap No. 2. The warehouse and power house were completed and the office building contracted for. Bids have been invited for the four lock-tender dwellings. All the permanent buildings are brick, with terra-cotta trimmings and tile roof. The well used in connection with water system for permanent buildings was completed, and preliminary tests indicate an ample supply of good water; the structural metal work for water tower is now ready for shipment to site, and the water mains, hydrants, etc., are on the ground ready for connection. The hull of maneuver boat and the machinery necessary to outfit same have been contracted for. The greater part of the operating machinery is now on the ground, and erection of same has begun. The following work was done and material placed during the year: 1,147.1 linear feet of cofferdam (20 feet wide); 75 temporary piling; 18,240 feet b. m. crib timbers; 172 cubic yards stone filling; clearing 0.9 acre land; 22,680 cubic yards ordinary excavation; 1,421 cubic yards deposit excavation; 17,274 cubic yards rock excavation; 28,064 cubic yards ordinary filling; 10,591 cubic yards concrete masonry; 9,602 square yards brick paving; 1,788 linear feet combination gutter- curb; 1,983 linear feet open gutters; 19,108 pounds cast iron; 23,635 pounds wrought iron and steel; 281 linear feet 8-inch iron pipe. Under provisions of contract 326,226 pounds of ironwork, 41,567 feet b. m. white oak timber, 800 pounds of bronze, brass, etc., 125 linear feet 4-inch wrought-iron pipe, 6 4-inch elbows, and 6 4-inch couplings were delivered at the site and partial payment made a Exclusive of the balance unexpended July 1, 1910. bSee page 1006 of this report. 684 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVY thereon. Seventeen thousand and forty-four barrels of American Portland cement were delivered during the year, and 13,665 barrels were used in the work. Under supplemental contract dated June 22, 1907, the work of construction of the bear traps was as follows: 324,227 pounds of wrought iron and steel, steel castings, cast-iron and steel springs; 800 pounds of bronze, brass pipe, copper, and babbitt metal; 125 linear feet 4-inch wrought-iron pipe; 6 4-inch elbows; 6 4-inch couplings; 2,778 feet b. m. white oak timber. Under supplemental contract dated October 1, 1908, 4,523 cubic yards of concrete facing was placed on the Ohio shore slope wall in lieu of stone originally provided. Under supplemental contract dated May 6, 1910, providing for additional bank protection for the Kentucky shore, 2,822 cubic yards of excavation and 990 cubic yards of fill was made. The total expenditures on account of work to June 30, 1910, exclu- sive of all outstanding liabilities, amounted to $986,029.01. July 1, 1909, balance unexpended --- ___------ $383, 487. 33 Amount appropriated by sundry civil act approved June 25, 1910___ 150, 000. 00 533, 487. 33 June 30, 1910, amount expended during fiscal year, for works of improvement ------------- 219, 516. 34 July 1, 1910, balance unexpended -__ 313, 970. 99 July 1, 1910, outstanding liabilities_ 1, 931. 81 July 1, 1910, balance available_' 312, 039.18 July 1, 1910, amount covered by uncompleted contracts ........... 172, 023. 45 (See Appendix D D 2.) 4. 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 appropriatidns 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, 1910, was $32,917.64, the total expenditures up to the, close of the present fiscal year, exclusive of outstanding liabilities, being $646,141.68. For report upon operation of snag boats on the Ohio River in the State of Pennsylvania, see page 696, following. As far as practicable the removal of obstruction 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 to December 27, 1909, and from June 1 to 30, 1910, traveling 4,826.5 miles and RIVER AND HARBOR IMPROVEMENTS. 685 removing the following obstructions: One thousand one hundred and forty-six snags, aggregating 5,700.77 tons; 93.75 cords drift; and 29 wrecks, comprising 14 coal barges, 2 model barges, 1 sand barge, 1 tie barge, 4 coal boats, 3 flatboats, 2 mud scows, and the remains of 2 steamboats. Seven snags were removed by a hired dredge. The snag boat Woodruff, by which this work was done, is a power- ful 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. Provision has been made in the river and harbor act approved June 25, 1910, for the building and equip- ping. of one light-draft combination snag and derrick boat, adapted for use at extreme low-water stages, which will expedite and econo- mize this class of work. (See Appendix D D 3.) SURVEY OF OHIO RIVER REQUIRED BY THE RIVER AND HARBOR ACT OF MARCH 3, 1909. The river and harbor act of March 3, 1909, directed that a survey be made of the Ohio River, Ohio and West Virginia, with a view to the selection of sites for the additional locks and dams between Lock No. 8 and Lock No. 29, including the last-named lock, and for the preparation of plans and estimates. The duty of making this survey was assigned to a Board of Engineers, and the report of the Board will be duly submitted to Congress when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE PITTSBURG, PENNSYLVANIA, DISTRICT. This district was in the charge of Lieut. Col. H. C. Newcomer, Corps of Engineers, having under his immediate orders the follow- ing-named officers of the Corps of Engineers: First Lieut. Lewis M. Adams to January 17, 1910, and First Lieut. R. C. Moore after May 26, 1910. Division engineer, Col. Wm. T. Rossell, Corps of Engi- neers, to September 21, 1909, and Lieut. Col. J. G. Warren, Corps of Engineers, since that date. 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 numer- ous 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 686 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and Dams Nos. 8 and 9. This project was completed on November 8, 1889, with the result that boats drawing 5.2 feet of water could navigate 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. 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 work has been completed and the amount expended under this project up to close of the fiscal year ending June 30, 1910, was $1,322,793.80. 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 line of packets plies the river between Pittsburg and Fairmont, and towboats op- erate 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 689. References to more extended information, reports of surveys, etc., are given on page 467 of the Annual Report of the Chief of Engi- neers for 1905. July 1, 1909, balance unexpended------------------------------ $66, 652. 77 June 30, 1910, amount expended during fiscal year, for works of improvement _-_------------------------------------------------ 8, 353. 42 July 1, 1910, balance unexpended-------------------------------- 58, 299. 35 (Appendix E E 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 of a foot. The drainage area of the Monongahela River basin is about 7,390 square miles. The minimum discharge is about 160 cubic feet per second, and the highest measured discharge was 197,477 cubic feet per second on March 15, 1907. RIVER AND HARBOR IMPROVEMENTS. 687 In 1833 Congress provided for a survey of the river from Pittsburg to Brownsville, a distance of about 57 miles. This survey was not 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 proceedings for condemnation of all the property and appurtenances of the com- pany. 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 $2,237,605. The amount expended up to the end of fiscal year ending June 30, 1910, was $2,131,606.33. Work is being carried on under continuing contract appropriations at new Lock No. 5, all the funds authorized for this work having been appropriated. The condition of work on June 30, 1910, was as follows: Lock and Dam No. 3.-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 wall upstream and the middle wall down- stream to provide safe and convenient access to the locks, and an appropriation of $43,000 is provided by the river and harbor act of June 25, 1910, to cover the cost of this work. Lock and Dam No. 3.-The lock, guard and guide walls, the power house, power plant, and 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 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 lock and the guide and guard walls have been built under contract. The power house and lock office on the lock walls, the abutment, and greater part of the dam have been built by hired labor. The work remaining to be done is to complete the middle section of the dam, install the movable top on the dam, raise the upstream miter sill of the river lock, and build two 688 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. lock-keepers' dwellings. The river lock was placed in operation in December, 1909. Locks Nos. 3 and 6, and floating plant.-All of the necessary struc- tures at Lock No. 3 and the improvements contemplated at Lock No. 6 have been nearly completed. All of the floating plant provided for in the existing project, consisting of a dredge and two dump scows and repair steamer with snagging appliances, has been com- pleted 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 still hampered by insufficient capacity and inconvenience at one of the old locks. This will not be overcome until the enlargement of Lock No. 4 has been accomplished. It is very important that this old Lock No. 4, built many years ago with dimensions that are now inadequate for the growing com- merce of the river, should be rebuilt at the earliest practicable date, and it is therefore recommended that authorization be also given for the amount required to complete this work ($527,000), so that it may be carried on under continuing contract. This amount is larger than the estimate given in House Document No. 209, Fifty- eighth Congress, second session, the increase being necessary because of increased unit costs, etc. 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 689. 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. REBUILDING LOCK 2. July 1, 1909, balance unexpended------------------------------- $3, 770.42 Amount appropriated by river and harbor act approved June 25, 1910 ------------------- 43, 000. 00 July 1, 1910, balance unexpended -------------- ----------------- 46, 770. 42 REBUILDING LOCK 3. July 1, 1909, balance unexpended------------------------------- $12, 610. 74 Amount received from sale of condemned property 272. 21 July 1, 1910, balance unexpended_ 12, 882. 95 July 1, 1910, outstanding liabilities_.-- 112. 00 July 1, 1910, balance available_---------------------------------- 12, 770. 95 REBUILDING LOCK 5. July 1, 1909, balance unexpended-----------------------------_ $265, 149. 85 Amount received from sale of condemned property---------------- 9. 50 265, 159. 35 June 30, 1910, amount expended during fiscal year for works of improvement ---------------------------------------------- 225, 400. 43 July 1, 1910, balance unexpended ----------- 39, 758. 92 July 1, 1910, outstanding liabilities------------_ 19, 498. 65 July 1, 1910, balance available.-------------------------- 20, 260. 27 RIVER AND HARBOR IMPROVEMENTS. 689 LOCKS 3, 6, ETC. July 1, 1909, balance unexpended-------------------------------- $3, 803. 93 July 1, 1910, balance unexpended ------------------------------ 3, 803. 93 LOCKS 5 AND 6. July 1, 1909, balance unexpended $3, 686. 25 July 1, 1910, balance unexpended ------ -- ----- 3, 686. 25 CONSOLIDATED. July 1, 1909, balance unexpended-----------------------------$289, 021.19 Amount appropriated by river and harbor act approved June 25, 19.10------------------------------------------------- 43, 000. 00 Amount received from sale of condemned property ---------------- 281. 71 332, 302. 90 June 30, 1910, amount expended during fiscal year, for works of improvement __ __-_ - -__.- - -___ 225, 400. 43 July 1, 1910, balance unexpended ------------------------------ 106, 902. 47 July 1, 1910, outstanding liabilities-------------- ---------------- 19, 610. 65 July 1, 1910, balance available _____________-------------__ 87, 291. 82 (See Appendix E E 2.) 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 5, inclusive, are double locks; 6 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 5 to 6 feet; on the new locks above that place they are uniformly 7 feet. During low stages of water depths of 8.5 to 11 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, 1910, was $2,866,990.97. The amount expended during the fiscal year end- ing June 30, 1910, was $191,298.57. Under the provisions of section 6 of the river and harbor act of March 3, 1909, special allotments amounting to $409,045 have been made from the permanent indefinite appropriation for operating and care of locks and other works of navigation, for the reconstruction of Lock and Dam No. 1, and this work is under way. The amount expended under these allotments in the fiscal year 1910 was $173,364.81, the total expended to June 30, 1910, being $182,572.91. 56932 0 -ENG 1910-----44 690 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The new outer lock was placed in operation June 6, 1910. The power house was completed and the plant installed. The reconstruc- tion of the inner lock is begun and preparations made for placing concrete top on the old timber crib dam. All the work is done by hired labor. 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 1909 aggregated 70,581, giving a total commerce through individual locks amounting to 32,147,554 short tons and 224,520 passengers. Much of this commerce, of course, moved through several locks. Tak- ing 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 11,486,278 short tons and 47,205 passengers. The effect on freight rates of the slack-water system of the Monon- gahela is very great. This is particularly true for coal, which is the principal article of commerce, and is well shown by a comparison of the railroad rates for carload lots along this river and those along the unimproved Allegheny. There are many mines along the Monon- gahela River that can ship either by rail or water, and within a dis- tance of 45 miles from Pittsburg, which practically covers the indus- trial district on that river, there is a rate of 10 cents a ton on hauls not exceeding 7 miles. For corresponding distances on the Allegheny the rates average about 35 cents a ton. One large consumer transports its coal by river a distance of about 50 miles at a total cost of less than 10 cents a ton, including all charges, while the corresponding railroad freight rate is 45 cents a ton. (See Appendix E E 3.) 4. Allegheny River, Pennsylvania, open-channel work.-The Alle- gheny River rises in northern Pennsylvania and flows northwestward into New York, and thence in a southerly direction into Pennsylvania to its junction with the Monongahela River at Pittsburg. Its drain- age area is about 11,250 square miles. The average fall per mile of the navigable portion is about 2.2 feet. The minimum discharge at Pittsburg is about 1,440 cubic feet per second, and the highest meas- ured discharge was 236,834 cubic feet per second on March 15, 1907. In its original condition the Allegheny River abounded in obstructions, such as bowlders, snags, islands, bars, and wide-spreading shoals, all of which rendered navigation at best hazardous and practicable only at such stages of water as would enable craft to clear the obstructions. The present project was adopted in 1878 and 1880 and contem- plates the removal of the bowlders and snag obstructions and the construction of low dams and dikes to close secondary channels and concentrate the low-water flow on shoals. The amount expended under this project to June 30, 1910, was $264,337.33. Of this amount it is estimated that about $197,000 were applied to improvement and $67,337.33 to maintenance. The work that has been done enables navigators to operate safely on stages from 2 to 3 feet lower than formerly. RIVER AND HARBOR IMPROVEMENTS. 691 The channel has been largely cleared of the more objectionable obstructions, but to maintain its condition it is necessary to remove any bowlders or snags brought in by the tributaries or carried along by ice and freshets, and to make occasional repairs to the dikes and dams. The depth at low water on the open river is insufficient for navigation except for short distances in the pools that lie between the shoal places. 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 is about 90,000 short 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:. 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, 1909, balance unexpended--------------------------------$1, 000.00 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 6, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---_ -------------------------- -- -------- 712. 81 July 1, 1910, balance unexpended---------------------------- 5, 287. 19 July 1, 1910, outstanding liabilities------------------------- ------- 5:36 July 1, 1910, balance available ------------ -- -------- ----- 5, 281. 83 (See Appendix E E 4.) 5. Allegheny River, Pennsylvania,constructionof 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 $1,706,459.63, including $258,233 for restoration of dam, etc., at Dam No. 3. The amount expended to June 30, 1910, was $1,663,412.09; of this amount $10,000 was expended for maintenance, 692 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The condition of the work on June 30, 1910, 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 opera- tion 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 built under contract, with the exception of a portion of the abutment, which was built by hired labor. 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 contract. In January, 1907, during a moderate flood stage, the abutment failed and a portion of the dam had to be blown up to limit the resulting damage to private property. The abutment and dam have been rebuilt and the bank partly restored by hired labor. The river and harbor act of June 25, 1910, provides $48,233 for completing the restoration of the bank. Two lock houses have been built under contract. Some dredging will be required in each of the three pools to secure the projected minimum depth of 7 feet. The greatest recorded flood height is 36.6 feet at Herr Island dam. Ordinary flood heights average about 30 feet. For the calendar year 1909 the commerce reported on that part of the river under the improvement for slack-water navigation was 1,181,963 short tons of freight and 25,415 passengers. The completion of these locks and dams is of great benefit to the manufacturing plants along the banks of the Allegheny River within their reach, by reason of connecting them with the harbor of Pitts- burg and with the coal fields of the Monongahela River. The effect of the project on freight rates is given in report on op- erating and care of locks and dams on Allegheny River. July 1, 1909, balance unexpended ___________-------------_ _ $4, 757. 16 Amount appropriated by river and harbor act approved June 25, 1910_ 48, 233. 00 Amount received from sale of condemned property ------------------ 802. 14 53, 792. 30 June 30, 1910, amount expended during fiscal year, for works of im- provement-------------- -------------------------------- 4, 607. 62 July 1, 1910, balance unexpended-------------------------------- 49, 184. tS July 1, 1910, outstanding liabilities__-- 105. 20 July 1, 1910, balance available ___ 49, 079. 4S July 1, 1910, amount covered by uncompleted contracts -------------- 825. 00 (See Appendix E E 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, open-channel work. Locks Nos. 1, 2, and 3 were under the appropriation for operating and care all the year. Dimensions of locks and other data are given in Annual Report of the Chief of Engineers for 1907, page 1705. RIVER AND HARBOR IMPROVEMENTS. 693 Dam No. 1 is movable and was the first to be completed in the 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 forms a pool about 10 miles long, while Dam No. 3 extends slack water about 8 miles farther to the projected site of Dam No. 4 at Natrona. 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, 1910, was $304,189.63. The amount expended during fiscal year 1910 was $46,639.83. The locks and dams were operated throughout the year as occasion required. The traffic through locks and dams, Allegheny River, during the calendar year 1909 was as follows: Lock and Dam No. 1, 536,502 short tons and 11,034 passengers; Lock and Dam No. 2, 603,005 short tons and 5,524 passengers; Lock and Dam No. 3, 42,456 short tons and 8,857 passengers. 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 fully realized until the low bridges on the lower Allegheny River are raised sufficiently to remove the very seri- ous obstruction to navigation that they now present. Even under existing conditions one large consumer of coal reports a saving of 25 cents per ton on Monongahela River coal delivered by water as compared with delivery by rail. (See Appendix E E 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. The greatest measured discharge at Pittsburg was 439,565 cubic feet per second on March 15, 1907. 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 $940,805.68. The present project, in its original form, was adopted by Congress September 19, 1890, and, with subsequent modi- fications, 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. Appropria- tions aggregating $5,369,376 have been made and $20,140.07 has been realized from other sources. The sum of $75,000 additional was made available by the act of June 25, 1910, to place the grounds at Locks Nos. 2-5 in suitable condition. 694 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended under present project to the close of the fiscal year ending June 30, 1910, was $5,373,238.36. The work was done partly under continuing-contract system, and the total authorization has been appropriated. The condition of work on June 30, 1910, was as follows: Locks and Dams 2, 3, 4, 5, and 6 were all practically completed, with the exception of some filling and concrete paving on the lock grounds. Funds for this additional work were provided by the river and harbor act of June 25, 1910. 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 partly made. No field work of construction has been done hitherto on account of lack of funds, but it will be undertaken under the provision of the river and harbor act of June 25, 1910. 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. The river and harbor act of June 25, 1910, makes provision for the purchase of sites and commencing construction of Locks and Dams Nos. 9 and 10, with a view to securing a navigable depth of 9 feet, in accordance with report printed in House Document No. 492, Sixtieth Congress, first session, and operations with a view to undertaking this work will be inaugurated in the near future. 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 696. Reference to more detailed information, reports of surveys, etc., are given on page 522 of the Annual Report of the Chief of Engineers for 1906. DAMS NOS. 2, 3, 4, AND 5. July 1, 1909, balance unexpended__ _____________----------- $21, 715. 35 Amount received from sale of condemned property---------------- 169. 63 Amount allotted from appropriation made by river and harbor act approved June 25, 1910---------------------------------------75, 000. 00 96, 884. 98 June 30, 1910, amount expended during fiscal year, for works of improvement_------------------------------------------------ 21, 663. 89 July 1, 1910, balance unexpended-------------------------------- 75, 221. 09 July 1, 1910, outstanding liabilities------------------------------ 59. 48 July 1, 1910, balance available ---------------------------------- 75, 161. 61 DAM NO. 6. July 1, 1909, balance unexpended -------------------------------- $7, 935. 94 Amount received from sale of condemned property---------------- 130. 00 8, 065. 94 June 30, 1910, amount expended during fiscal year, for works of improvement____--__----------------_ __ 9. 24 ----------------------- July 1, 1910, balance unexpended__ -- 8, 056 .70 RIVER AND HARBOR IMPROVEMENTS. 695 DAM NO. 7. July 1, 1909, balance unexpended______ _____ $4, 737. 20 Amount allotted from appropriation made by river and harbor act approved June 25. 1910 __ --------- 150, 000. 00 154, 737.20 June 30, 1910, amount expended during fiscal year, for works of improvement __-_____ 318. 14 July 1, 1910, balance unexpended___ _____________ ___________ 154, 419. 06 Amount (estimated) required for completion of existing project_ a 944, 800. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvemenmt ________ ________-____ (b) Submitted in compliance with requirements of sundry civil act of Jun'e 4, 1897. LOCK AND DAM NO. 9. Amount allotted from appropriation made by river and harbor act approved June 25, 1910 _-_ _____ -_-_ $150, 000.00 July 1, 1910, balance unexpended------------------__ _ 150, 000. 00 Amount (estimated) required for completion of existing project_ a-950, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement- ___- ...... (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. LOCK AND DAM NO. 10. Amount allotted from appropriation made by river and harbor act approved June 25, 1910__________________________________ $40, 000. 00 July 1, 1910, balance unexpended _ __,_ __ _ 40, 000. 00 Amount (estimated) required for completion of existing project_ a 1,200, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ ________________________ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. July 1. 1909, balance unexpended ---------- $34, 388. 49 Amount appropriated by river and harbor act approved June 25, 1910_ _______ 415, 000. 00 Amount received from sales of condemned property 299. 63 449, 688. 12 June 30, 1910, amount expended during fiscal year, for works of improvement _ ---- 21, 991. 27 July 1, 1910, balance unexpended - -- 427, 696. 85 July 1, 1910, outstanding liabilities__ 59. 48 July 1, 1910, balance available______________________________ 427, 637. 37 Amount (estimated) required for completion of existing project_ a 3, 094, 800. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement----------------__ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix E E 7.) a Exclusive of the balance unexpended July 1, 1910. b See page 1006 of this report. 696 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 straightened out, and the bar immediately below Lock 3 was removed. The total amount of material handled was 48,917 cubic yards. The amounts expended on these works to June 30. 1910, are as follows: Dredging pools Nos. 3 and 4____ -- $6, 475. 24 Dredging pool No. 6___ 8, 693.16 Total------------------------ 15, 168. 40 DREDGING POOLS 3 AND 4. July 1, 1909, balance unexpended-------------------------------$2, 324. 76 July 1, 1910, balance unexpended ___-------- 2, 324. 76 DREDGING POOL 6. July 1, 1909, balance unexpended-- $806. 84 July 1, 1910, balance unexpended-- 806. 84 CONSOLIDATED. July 1, 1909, balance unexpended _ $3, 131. 60 July 1, 1910, balance unexpended-- 3, 131. 60 (See Appendix E E 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 Ohid 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, 1910, is $8,950.16, of which $1,580.25 was expended during the past fiscal year. There were removed during the year one coal boat and one barge. (See Appendix E E 9.) 10. Operating and care of locks and dams, Ohio River, Pennsyl- vania.-Statement of the original condition of the Ohio River in Pennsylvania is found on page 693 of this report. Locks and dams Nos. 1 to 6, inclusive, were under the appropriation for operating and care during the whole fiscal year. The dams are all movable and are the first ones to be completed in the series that is projected 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 No. 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 certain portions of the harbor by dredging. Dams Nos. 2 to 6, inclu- RIVER AND HARBOR IMPROVEMENTS. 697 sive, 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, 1910, was $920,945.04. The amount expended during the fiscal year ending June 30, 1910, was $134,980.89. The locks and dams were operated as occasion required and neces- sary repairs made for maintenance of the works. The traffic for the calendar year 1909, as measured by the commerce through Lock and Dam 1, amounted to 3,821,647 tons of 2,000 pounds, and 69,961 passengers. 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 Nos. 2 to 6, inclusive, should be felt locally for all supplies coming from Pittsburg 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. A comparison of the cost of delivery of Monongahela River coal by rail and by river to points in the pools above Dam 6 shows a sav- ing of from 30 to 50 cents a ton in favor of water transportation. 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. (See Appendix E E 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 the Davis Island dam and Dams No. 1 of the Allegheny and Monon- gahela rivers and measures 8 miles of river. In its original condi- tion the lower harbor depths were from 3 to 4 feet at ordinary low water, and still lower stages occurred at times. Since the completion of Davis Island dam, in 1885, the maximum draft which could be carried over the shoalest place in the channel was scant 8 feet at pool stage. Parts of the channel and harbor are from 10 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 Alle- gheny, about 930 feet; and at different parts of the Monongahela, from 750 to 950 feet. The capacity of Ihe 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 352 698 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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- nel through the lower harbor (below dams No. 1 on the Allegheny and Monongahela rivers) 10 feet deep at pool level 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 modi- fied 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 un- authorized and obstructive fillings projecting from the banks beyond the harbor lines; for marking of harbor lines, and for inspecting 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 $5,000. The amount expended under this project to June 30, 1910, was $43,002.76. The greatest recorded flood height is 35.5 feet at Pittsburg. Ordi- nary flood heights average about 28 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- RIVER AND HARBOR IMPROVEMENTS. 699 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. Calendar year. Products. Passen- Calendar year. Products. Passen- gers. gers. Tons. a Tons. a 1900....................... 8,141,451 884,415 1905............. ..........12,269,020 603,716 1901 ......................... 10,916,489 817,800 1906....................... 12,927,975 271,450 1902.. ..................... 12,252,405 996,500 1907.............. ..........14,395,816 533 280 1903........... .......... 12,240,360 702,269 1908........................ .11,454,895 267,043 1904........................ 9,373,448 604,477 1909...................... 12,426,154 699,251 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 improvements of said rivers. It is proposed to apply the $5,000 recommended for expenditure for the fiscal year 1912 to the maintenance of the harbor in accord- ance 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, 1909, balance unexpended ..-- $3, 157.95 Amount appropriated by river and harbor act approved June 25, 1910 ____--------------------------------- 5, 000.00 8, 157. 95 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------- 3, 108.02 July 1, 1910, balance unexpended------------------------------ 5, 049.93 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ --------------------_ a 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 E E 11.) 12. Youghiogheny River, Pennsylvania.-The Youghiogheny River rises in western Maryland and follows a general northwesterly course to its junction with the Monongahela River at McKeesport, Pa. From its source to Connellsville, 44.4 miles from the mouth, the river has a very steep slope with narrow valley and frequent gorges. From Connellsville to West Newton, 19 miles from the mouth, there is an average fall of about 4.8 feet per mile, and below West Newton the slope is about 1.3 feet per mile. The drainage area is about 1,775 square miles and the minimum measured discharge about 75 cubic feet per second. In its original condition the river was not navigable except in times of freshet. The construction of Dam 2, Monongahela River, in 1841 gave slack water about 7 miles up the Youghiogheny and in 1848 a private corporation chartered by the State of Pennsylvania built two a Exclusive of the balance unexpended July 1, 1910. 700 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. locks and dams, extending slack water to West Newton. These works were badly damaged by ice and were finally abandoned in 1865. The river has been examined several times with a view to improve- ment by the United States, but no work was authorized prior to 1910. The existing project, adopted by the river and harbor act of June 25, 1910, provides for the canalization of the river from the mouth to West Newton by the construction of three locks and dams at an esti- mated cost of $1,050,000, in accordance with plan printed in Rivers and Harbors Committee Document No. 9, Sixty-first Congress, second session. No expenditures for the work were made prior to the close of the fiscal year ending June 30, 1910. The river is navigable for several miles from the mouth by reason of slack water from pool 2, Monongahela River. The length of the river to be improved is about 19 miles, having a railroad extending along each bank. The extreme flood height at West Newton is about 31 feet above low water. Several industrial plants on the river near its mouth report a river traffic amounting to about 85,000 short tons in 1909. Reports of examinations and surveys are published in the Annual Reports of the Chief of Engineers, as follows: Annual Report, 1874, Part I, page 558, survey from mouth to West Newton, 19 miles. Annual Report, 1876, Part II, page 83, survey from West Newton to Connells- ville, 25 miles. Annual Report, 1881, page 1957, examination from mouth to Connellsville, based mainly on preceding surveys. Annual Report, 1884, page 1716, examination from mouth to Connellsville, being practically a repetition of the preceding report. Annual Report, 1900, page 3283, examination from mouth to West Newton, based partly on former surveys and partly on further investigation. Particular reference is made to the latter report for more extended information about the river. The last examination of the river, made in 1907, is reported in House Document No. 330, Sixtieth Congress, first session, and the report upon which the present project is based is published in Rivers and Harbors Committee Document No. 9, Sixty- first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910_ __ ____________ __ -___ $100, 000. 00 July 1, 1910, balance unexpended ___ 100, 000.00 Amount (estimated) required for completion of existing project___ a 950, 000. 00 (See Appendix E E 12.) EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Report dated August 5, 1909, on preliminary examination of Ma- honing River, Ohio, from Girard dam to Warren, required by the river and harbor act of March 3, 1909, was duly submitted by the dis- trict officer. It was reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and was transmitted to Congress and printed in House Document No. 211, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 701 IMPROVEMENT OF RIVERS AND HARBORS IN THE WhIEELING, WEST VIRGINIA, DISTRICT. This district was in the charge of Capt. F. W. Altstaetter, Corps of Engineers, having under his immediate orders the following-named officers of the Corps of Engineers: First Lieut. Max C. Tyler, from October 1, 1909, and First Lieut. Lewis M. Adams, from January 16, 1910. Division engineers: Col. Win. T. Rossell, Corps of Engineers, to September 21, 1909, and Lieut. Col. J. G. Warren, Corps of Engi- neers, since that date. 1. Locks and dams in Ohio River between the Pennsylvania state line and the mouth of the Big Sandy River.-A general description of the Ohio River is contained 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 Pitts- burg). The act of September 19, 1890, provided for the construction of a dam at or near Beaver, Pa., known as No. 6. The above repre- sent practically the original projects for the slack-water system of the Ohio. The original project for Dams Nos. 8 to 18, inclusive, is con- tained in Annual Report of the Chief of Engineers for 1899, page 2361, and that for Dams Nos. 19 to 28, inclusive, 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 improve- ment which will meet the demands of traffic, present and prospective. This report is contained in House Document No. 492, Sixtieth Con- gress, first session. 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 river and harbor act of June 25, 1910, makes provision for continuing improvement with a view to securing a navigable depth of 9 feet by purchasing sites for Dams Nos. 12, 14, 15, 16, 17, 20, 21, 22, 23, 24, 25, 27, and 28, and constructing Dams Nos. 12, 19, and 20 in accordance with the project contained in House Document No. 492, Sixtieth Congress, first session. When the dams are completed they will provide a navigable depth of 9 feet between Pittsburg, Pa., and the mouth of the Big Sandy River. The amount expended on the dams mentioned below to June 30, 1910, is as follows: Dam No. 8-- -- -------- - - $891, 838. 17 Dam No. 11 ---- 908, 747. 56 Dam No. 13 1, 126, 922. 99 Dam No. 18 - - - 887, 765.45 Dam No. 19 - - - - - 125, 985.90 Dam No. 26 - -- 370, 340. 41 Total -- -------- 4,311,600.48 702 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The followiig is a statement of the condition of the works: Dam No. 8.-The lock and guide walls are completed, and con- tracts entered into for erecting gates and installing operating machin- ery. The navigable pass (700 linear feet) for the dam is also com- pleted. Under contract for completing the dam, the abutment walls, Chanoine weir foundation, crib below Chanoine weir, and foundation for pier No. 3 were completed. Contracts were entered into for build- ing lock houses (2), a power house, and a maneuver boat, and for installing machinery. The lock houses were completed, except in- terior woodwork, plumbing, and painting, and work was commenced on the power house and maneuver boat. A well for supplying water was drilled and sewers for drainage built. About 80 per cent of the entire work at this site is completed. Dam No. 11.-Work under the contract for lock and guide walls was completed April 9, 1910. Supply pipes for the lock were in- stalled, and the 700 feet of navigable pass completed. Under con- tract for completing the dam, the three piers, foundations for bear- trap weirs, cribs below weirs, and 50 linear feet of Chanoine weir foundation were completed. The piling for completing Chanoine weir foundation and for the greater part of the abutment walls was driven, and about two-thirds of the riprap protection placed below the dam.. Contracts were entered into for building power house and maneuver boat, installing machinery, erecting lock gates, and installing' gate-operating machinery. Work was begun on the power house and on the maneuver boat, and a well drilled for supply- ing water. Sewers for drainage are being built by hired labor. About 80 per cent of the entire work at this site is completed. Dam No. 13.-The lock, with gates and operating machinery; the dam, except Poiree dams; and power house have been completed. The machinery for power house was installed, and the maneuver boat completed. A contract was entered into for building Poirie dam foundations, and specifications prepared for the lock houses (2). Dam No. 18.-With the exception of the lock houses (2) and Poiree dam trestles, the work at this site was completed. The lock and dam was placed under the indefinite appropriation May 1. A contract was entered into for building the lock houses and work on both houses begun. Walks and roadway were built on the lock grounds. Dam No. 19.-The abutment for dam is completed. Under con- tracts for constructing the navigable-pass foundation, 384 linear feet of foundation was completed. Provision having been made in the river and harbor act of June 25, 1910, for carrying on this work in accordance with the 9-foot project, specifications were prepared for building lock and dam, except movable parts, and the necessary plans completed. Dam No. 26.--ork at this site is being carried on by hired labor. The abutment is completed. The following work was completed during the year: Three hundred and fifty-two linear feet of navigable pass, except hanging wickets; river and land walls, except gate re- cesses, of lock; and 137 wickets for pass. Contracts were entered into for building two lock houses and maneuver boat, and for furnish- ing and delivering such material as is necessary for the lock and dam,. Both lock houses are under roof, and work was begun on the RIVER AND HARBOR IMPROVEMENTS. 703 maneuver boat. About 30 per cent of the work at this site is com- pleted. Conditions were generally favorable for construction work during the first half of the fiscal year, but high water and rain interfered with the work during the last half. Continuing contracts have been authorized for carrying on the work at Dams Nos. 12, 13, 18, 19, and 26. The balance of the authori- zation remaining to be appropriated for each of the dams is as follows: Dam No. 12 --------------- $900, 000 Dams Nos. 13 and 18 _----------- 125, 000 Dam No. 19- ------------- 540, 000 Dam No. 26----------------------------------------------------___ 155, 000 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. The funds estimated to be required for the fiscal year ending June 30, 1912, are to be applied as follows: At No. 12: For continuing work on lock and dam. At No. 19: For continuing work on lock and dam. At No. 20: For commencing the construction of lock and dam. At No. 26: For completing lock and dam. DAM NO. 8. July 1, 1909, balance unexpended----------------------------- $468, 317. 58 Amount appropriated by river and harbor act approved June 25, 1910_----------- 2, 000. 00 Amount received from sales_------------------------------ 22. 70 470, 340. 28 June 30, 1910, amount expended during fiscal year, for works of improvement ________- - 148, 310.75 July 1, 1910, balance unexpended------------------------------ 322, 029. 53 July 1, 1910, outstanding liabilities- - -- 3, 773. 81 July 1, 1910, balance available_ _ 318, 255. 72 July 1, 1910, amount covered by uncompleted contracts--------- 263, 211. 27 DAM NO. 11. July 1, 1909, balance unexpended______ $448, 234. 44 Amount appropriated by river and harbor act approved June 25, 1910------------------- 48, 000. 00 Amount received from sales____-_____ _________________ 29. 80 496, 264. 24 June 30, 1910, amount expended during fiscal year, for works of improvementL___ __ _ --- ---- 198, 639. 00 July 1, 1910, balance unexpended _______ 297, 625. 24 July 1, 1910, outstanding liabilities 4. 259. 23 July 1, 1910, balance available 293, 366.01 July 1, 1910, amount covered by uncompleted contracts --------- 205, 233. 82 704 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DAM NO. 12. Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------- ------- $150, 000. 00 July 1, 1910, balance unexpended __-__________--__- 150, 000. 00 Amount (estimated) required for completion of existing'project_ a l, 170, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement--------------------------- (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 13. July 1, 1909, balance unexpended__________________-_______ $148, 591. 92 Amount appropriated by sundry civil act approved June 25, 1910_ 50, 000. 00 -------- Amount received from sale____________________---- _ 2. 70 198, 594. 62 Amount transferred to allotment for Dam No. 18--__--__-__- _ 20, 000. 00 178, 594. 62 June 30, 1910, amount expended during fiscal year, for works of improvement---------- --------------------------- 62, 688. 29 July 1, 1910, balance unexpended -------- -------__ _ 115, 906.33 July 1, 1910, outstanding liabilities____________________________ 1, 443. 83 July 1; 1910, balance available_________-------------------114, 462. 50 July 1, 1910, amount covered by uncompleted contracts ---------- 39, 488. 28 DAM NO. 18. July 1, 1909, balance unexpended_------------------------- $119, 164. 38 Amount transferred from allotment for Dam No. 13-__- - __-- _ 20, 000. 00 139, 164.38 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------- -------------------- 118, 591. 90 July 1, 1910, balance unexpended_--------------------------- 20, 572.48 July 1, 1910, outstanding liabilities-------------- - 768. 45 July 1, 1910, balance available________--------------------- 19, 804.03 July 1, 1910, amount covered by uncompleted contracts ---------- 15, 505. 41 DAM NO. 19. July 1, 1909, balance unexpended------------------------------ $171, 245. 70 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------- 220, 000. 00 Amount received from sale-__-------------------------------- 1. 20 391, 246. 90 June 30, 1910, amount expended during fiscal year, for works of improvement -------------------------------------- 71, 978.70 July 1, 1910, balance unexpended---------------------------- 319, 268. 20 July 1, 1910, outstanding liabilities____--------------------__ 769. 84 July 1, 1910, balance available__---------------------------- 318, 498.36 a Exclusive of the balance unexpended July 1, 1910. bSee page 1006 of this report. RIVER AND HARBOR IMPROVEMENTS. 705 July 1, 1910, amount covered by uncompleted contracts--------- $90, 228. 64 Amount (estimated) required for completion of existing project_ a 540, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement _________--- --.....- (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 20. Amount appropriated by river and harbor act approved June 25, 1910--------_ - ------------------------------- $40, 000.00 July 1, 1910, balance unexpended ________________________40, 000. 00 Amount (estimated) 'equired for completion of existing project_ al,240, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement---------- . -(b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. DAM NO. 26. July 1. 1909, balance unexpended_____________________________ $533, 100. 65 Amount appropriated by sundry civil act approved June 25, 1910 ------------------------------------------------ 400, 000. 00 Amount received from sales--____----_-_--__ -------------- - 28. 40 933, 129. 05 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------ 258, 441. 06 July 1, 1910, balance unexpended_________________ ____ ___ 674, 687.99 July 1, 1910, outstanding liabilities______________________ _ 12, 144.44 July 1, 1910, balance available __________________________662, 543. 55 July 1, 1910, amount covered by uncompleted contracts --------- 75, 999. 10 Amount (estimated) required for completion of existing project_ a155, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________ _________-_ ____ a155, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. July 1, 1909, balance unexpended _______$1, 888, 654. 67 __________ Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 460, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910 ------------------------------------------------ 450, 000. 00 Amount received from sales__------------------------------------ 84. 80 2, 798, 739. 47 June 30, 1910, amount expended during fiscal year, for works of improvement-- ----------------------------------- 858, 649. 70 July 1, 1910, balance unexpended -------------------------- 1, 940, 089. 77 July 1, 1910, outstanding liabilities--------------------------- 23, 159. 60 July 1, 1910, balance available-- ------------------------- 1, 916, 930. 17 a Exclusive of the balance unexpended July 1, 1910. b See page 1006 of this report. 56932 0 -ENG 1910---45 706 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1910, amount covered by uncompleted contracts-------- $689, 666. 52 Amount (estimated) required for completion of existing project_ a3, 105, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_____ ___ ___ __________a b 155, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix F F 1.) 2. Operating and care of Lock and Dam No. 18, Ohio River.- This lock and dam was built under the appropriation for improving Ohio River, being a continuation of the original projects for improv- ing the Ohio River by movable dams, which were approved by Con- gress in the acts of March 3, 1875, and September 19, 1890. Dam No. 18 is about 179 miles below Pittsburg, Pa., between Marietta, Ohio, and Parkersburg, W. Va. The lock and dam, except lock houses, walks, roadway, and Poirie- darm trestles, was completed during the latter part of. April, 1910, and placed under the indefinite appropriation for operating and care May 1. The amount expended in operating and care of the lock and dam for the two months ending June 30, 1910, is $1,032.77. Owing to continued high water, the dam was not raised nor was the lock operated. The lock force was engaged in making minor repairs and caring for government property. The pool formed by this dam extends about 12 miles upstream, and benefits craft entering and leaving the Muskingum River. (See Appendix F F 2.) 3. Little Kanawha River, West Virginia.-This river lies entirely within the State of West Virginia. It rises on the western slope of Laurel Hill, flows across Braxton, Gilmer, Calhoun, Wirt, and Wood counties, and empties into the Ohio River at Parkersburg, W. Va. Its general course is northwest, and it is very crooked and full of sharp turns, this being especially true in Calhoun and Wirt counties. The river is about 158 miles long. The original project provided for removing rocks, snags, and over- hanging and fallen trees above Burning Spring, 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 main- tained 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 obstructions 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 Engi- neers for 1904, page 2607. a Exclusive of the balance unexpended July 1, 1910. b For continuing contract work on Lock and Dam No. 26; for Locks and Dams Nos.a 12, 19, and 20, see page 1006 of this report. RIVER AND HARBOR IMPROVEMENTS. 707 Of the $81,000 made available by act of March 2, 1907, $79,500 was for 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 survey has been completed. An allotment of $30,000 for completing the repairs to Locks Nos. 1 and 3 was made from the amount appropriated by the river and harbor act of March 3, 1909. The amount expended to June 30, 1910, is $437,471.11, of which $2,625.83 was applied to maintenance, $75,000 to acquisition, $145,863.94 to repair of Locks and Dams Nos. 1-4, and $500 to sur- vey above Lock No. 5 ($186.10 was received from sale of unservice- able property). A small force was employed during September, 1909, in removing obstructions from the channel between Creston and Glenville, a dis- tance of 54 miles. Work done under War Department permits was inspected. Repairs to Locks and Dams Nos. 1 and 2 were completed; upper guide crib to Lock No. 1 built; lock house at Lock No. 4 rebuilt; plans prepared for lock houses, storehouses, and outbuildings for Locks Nos. 1-4; and the work of building walks and fences at the locks begun. Condemnation proceedings were instituted to acquire the land required at Locks Nos. 2 and 3. In accordance with the provisions of the river and harbor act of March 3, 1909, a survey was made of the Little Kanawha with a view to the modification of the existing system of locks and dams and to its further improvement. Additional information being required, a second survey was begun June 1. 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. During small rises steamboats run to Grantsville, 76 miles from the mouth. The head of gasoline-boat and push-boat navigation is Burnsville, 120 miles from the mouth; rafting, however, extends some miles above. Slack-water navigation extends from the mouth of the river to Creston, W. Va., a distance of 48 miles, and provides a depth of 4 feet. 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. The highest stage reached at Lock No. 5 during the year was 23.5 feet. 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. Since the completion of repairs to Locks Nos. 1-4, a steamboat is making daily trips between Parkersburg and Creston, and a gasoline boat is engaged in the same trade; six gasoline boats make regular trips between Parkersburg and Grantsville when the stage of water permits; one gasoline boat makes two trips daily between Palestine Transfer and Creston; and two gasoline boats make regular trips between Palestine Transfer and Grantsville when conditions permit. It is believed that as soon as these lines become established they will cause the freight rates to be lowered, 708 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Report on survey for a lock and dam above the location of existing Lock No. 5, required by the river and harbor act of March 2, 1907, is printed in House Document No. 917, Sixtieth Congress, first session. ABOVE LOCK NO. 5. July 1, 1909, balance unexpended--------------------------------- $567. 53 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------- 5, 000. 00 5, 567. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------- - ----- 71.60 July 1, 1910, balance unexpended 5, 495. 93 PURCHASE AND REPAIR OF LOCKS NOS. 1-4. July 1, 1909, balance unexpended----- $30,072. 23 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------- 24, 505. 75 July 1, 1910, balance unexpended 5, 566. 48 July 1, 1910, outstanding liabilities------------------------------ 2. 60 July 1, 1910, balance available ----------- 5, 563. 88 BETTERMENTS, LOCKS NOS. 1-4. July 1, 1909, balance unexpended-------------------------------$53, 298. 64 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------------- ------ --- 7, 228. 06 July 1, 1910, balance unexpended-------------------------------- 46,070.58 July 1, 1910, outstanding liabilities__ 638. 08 July 1, 1910, balance available----------------------------------45. 432.50 July 1, 1910, amount covered by uncompleted contracts------------ 744. 00 CONSOLIDATED. July 1, 1909, balance unexpended------------------------------ $83, 938.40 Amount appropriated by river and harbor act approved June 25. 1910 -------------------------------------------------------- 5, 000.00 88, 938. 40 June 30, 1910, amount expended during fiscal year: For works of improvement----------------------- $31, 733. 81 For maintenance of improvement------------------ 71. 60 31, 805. 41 July 1, 1910, balance unexpended ---------------------- 57, 132. 99 July 1, 1910, outstanding liabilities------------------------------- 640. 68 July 1, 1910, balance available-------------------- 56, 492. 31 July 1, 1910, amount covered by uncompleted contracts ------------ 744. 00 (See Appendix F F 3.) RIVER AND HARBOR IMPROVEMENTS. 709 4. Operating and 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 to 4 were purchased from the Little Ka- nawha Navigation Company and transferred to the Government on November 1, 1905. The five locks and dams provide slack-water navigation for a dis- tance of 48 miles from the mouth. The total amount expended in operating and care of these works to June 30, 1910, is $80,676.42, of which $8,040.03 was expended dur- ing 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 Report of the Chief of Engineers for 1903, page 1720. Navigation was suspended through Lock No. 1 fifty-three days and through Lock No. 3 one hundred and eight days on account of re- pairs. Ice interfered with navigation about twenty days. The repairs to Locks Nos. 1 and 3 having been completed under improving Little Kanawha River, West Virginia, their operation and care became a charge under the indefinite appropriation. Minor repairs were made to Dam No. 2 and to the gates and dam of Lock No. 5. With the exception of the gates of Lock No. 4 and the dam and guide cribs at Lock No. 5, the locks and dams are in good condition. The dam and guide cribs at No. 5 require rebuilding, although it may not be necessary to undertake the work during the coming fiscal year. During the calendar year 1909 the commerce that passed Lock No. 5 amounted to 84,475 short tons and was valued at $2,608,296. Of the foregoing there were 74,698 tons of timber products (saw logs, ties, etc.) and 95 tons of coal. (See Appendix F F 4.) 5. Kanawha River, West Virginia.-This river extends from Ka- nawha Falls to Point Pleasant, a distance of 94 miles, where it empties into the Ohio. The original project provided for the re- moval of rocks, snags, etc. Ten locks and dams have been built under the revised projects, which extend slack water to Loup Creek shoal, about 90 miles from the mouth, leaving 4 miles of the upper river unimproved. 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, 1910, is $4,182,475.61 ($3,061.68 was received from sales, etc.). Plans and specifications were prepared for guide walls to be ccn- structed at Locks Nos. 4-11, and for quarter boat and hull for snag boat. A contract was entered into for constructing the crib-and-pile guide walls, but owing to high water actual construction was not begun. Proposals for constructing the boats were received. 710 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of June 25, 1910, provides for the restora- tion of the ice piers at Point Pleasant, W. Va., which have become so dilapidated as to make them practically worthless for the purpose intended, the new piers to be constructed of concrete, at an estimated cost of $24,000, which amount is appropriated by the act. Plans and specifications for the work were prepared. The maximum draft that can be carried at the shoalest part of the slack-water system at mean low water is 6 feet. The highest stage reached during the year was 23 feet at Charleston; the lowest, 0.4 foot at the falls. Loup Creek shoal, about 90 miles from the mouth of the river, is the head of navigation for steamboats and other craft. For commercial statistics, see report for operating and care of locks and dams on Kanawha River, West Virginia (below). 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 freight rates, where transportation by water is available, are regulated thereby. The reduction made in passenger rates by railroads has materially decreased the number of passengers carried by the Kanawha River packets. A report of the examination of the unimproved section of the river, about 41 miles between Lock No. 2 and Kanawha Falls, is contained in the Annual Report of the Chief of Engineers for 1904, page 2587. July 1, 1909, balance unexpended ---------------------------- $43, 310. 40 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 24, 000.00 Amount received from sales ----------------------------------- 112. 51 67, 422. 91 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------------------------------- 973. 72 July 1, 1910, balance unexpended-----------------------------66, 449. 19 July 1, 1910, outstanding liabilities------------------------------ 78. 91 July 1, 1910, balance available 6, 370. 28 6---------------------------- July 1, 1910, amount covered by uncompleted contracts------------ 25, 921. 79 (See Appendix F F 5.) 6. Operating and care of locks and dams on Kanawha River, West Virginia.-Under the projects for improving the Kanawha River, ten locks and dams were built, two fixed dams and eight movable (Chanoine type), extendinig slack-water navigation for a distance of 90 miles from the Ohio River. The maintenance of these works is 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 the year in which they were completed are given in the Annual Report of the Chief of Engi- neers for 1899, page 428. A table of important features, giving available lengths and widths of locks, lengths of passes, 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, 1910, is $1,060,014.54, of which $84,315.60 was expended during the past year. Navigation was suspended about fifteen days on account of ice. With this exception and the six-day interference at Lock No. 4, due RIVER AND HARBOR IMPROVEMENTS. 711 to repairs, navigation was continuous at the movable dams. High water interfered with navigation two days at the fixed dams. The repairs made during the fiscal year to keep the structures in good condition include rebuilding lock gates, replacing inclines and steps, furnishing new hurters, building service (maneuver) boats, protect- ing banks, and building cisterns, sewers, and walks. Work on re- building the U. S. dredge Addison was begun. Part of the system of improvement having been completed in 1880, the repairs required each year are increasing. The commerce for the calendar year 1909 amounted to 1,122,102 short tons, with,a valuation of $3,725,802. Of the foregoing there were 1,065,680 tons of coal and 30,609 tons of timber products, valued at $1,012,396 and $135,401, respectively. (See Appendix F F 6.) PRELIMINARY EXAMINATION AND SURVEY OF LITTLE KANAWHA RIVER, WEST VIRGINIA, REQUIRED BY THE RIVER AND HARBOR ACT OF MARCH 3, 1909. The district officer was also charged with the duty of making a preliminary examination and survey of the Little Kanawha River, West Virginia, provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND CINCIN- NATI, OHIO, DISTRICT. This district was in the charge of Lieut. J. G. Warren, Corps of Engi- neers, to March 3, 1910, and Maj. John C. Oakes, Corps of Engineers, since that date. Division Engineer, Col. Wm. T. Rossell, Corps of Engineers, to September 21, 1909, and Lieut. Col. J. G. Warren, Corps of Engineers, since that date. 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 inforination reference is also made to the Annual Report of the Chief of Engineers for 1904, Part 1, page 477. 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 lock houses 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 existing project is $137,339.45. The existing project, adopted March 3, 1905, provides for the rais- ing of the crest of Dam No. 3; building a lockmaster's dwelling at Lock No. 10, and rebuilding Lock and Dam No. 11. The first two items have been completed, and Lock and Dam No. 11 was about 95 per cent completed under contract. The amount expended under existing project up to the close of the fiscal year ending June 30, 1910, is $140,650.69. 712 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The miter-sill depth at pool level is the controlling mean low-water depth of the system; this is 6 feet at Locks Nos. 1 to 10 and 74 feet and 9 feet, respectively, for the lower and upper sills at Lock No. 11. The present head of slack-water navigation is 84 miles above the mouth of the river. The pool to be formed by the construction of Dam No. 11 will extend the navigable head about 7 miles. At ordi- nary high stages the stream is navigable for light-draft boats to its head, at Coshocton, Ohio, 107 miles above its mouth at Marietta, Ohio. 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 (see below). It is believed that this improvement has had no material effect on freight rates. As the project is practically completed no estimate is submitted of funds required for completion of project. July 1, 1909, balance unexpended------------------------------$52, 661. 58 June 30, 1910, amount expended during fiscal year, for works of improvement ----------------------------------------- 25, 735. 04 July 1, 1910, balance unexpended__------------------ --- 26, 926. 54 July 1, 1910, outstanding liabilities-----------_ 50. 00 July 1, 1910, balance available___------------------- ---- 26, 876. 54 July 1, 1910, amount covered by uncompleted contracts ------------ 12, 608. 32 (See Appendix G G 1.) 2. Operating and care of locks and dams on Muskingum River, Ohio.-The original condition and scope of this improvement is described 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, 1910, a total sum of $1,812,731.82, and an additional sum of $17,190.44 in building a protection wall at Zanes- ville and altering certain bridges at Taylorsville and Marietta, Ohio. The amount expended during the year ending June 30, 1910, was $50,130.25. The principal work has been the maintenance of channels by dredging, and the repair of locks, dams, and their appurtenances, including buildings and grounds, and floating plant. The details are as follows: At Lock No. 1, placed 9 guide piles below the lock extend- ing from its land wall to abutmeht of railroad bridge, a distance of 90 feet; at Lock No. 2, replaced crib extension below the right abut- ment of dam with a reenforced concrete revetment.60 feet long; at Lock No. 3, extended reenforced concrete revetment of river bank near lock 100 feet, refastened loose shaft to balanced discharge valve in river wall of lock, renewed top timbers and fender plank of the four lock gates, and refilled flood-damaged embankment at the left abutment of dam; at Lock No. 4, replaced concrete floor in cellar of lockmaster's dwelling, built rear porch to the building, and con- RIVER AND HARBOR IMPROVEMENTS. 713 structed concrete walks; at Lock No. 5, reconstructed in concrete the guard crib below the river wall of lock, replaced decayed timbers in guide crib above lock, and renewed decayed and worthless top timbers of the two lower gates of lock; at Lock No. 6, repaired embankment at head of lock; at Lock No. 7, removed an abandoned timber conduit for the water-power plant at the head of canal, constructed a concrete core wall, and repaired 726 feet of the left bank of canal; at Lock No. 8, reconstructed with reenforced concrete the crib extension below the right abutment of dam, provided angle irons to fill out cushions of the lower miter sill, renewed top timbers of the four lock gates, refastened the balanced discharge valve in the river wall of lock, and constructed concrete walks on the lock grounds; at Lock No. 9, re- paired wooden pintle step, bonnet and anchorage of gate, reset 18 square feet of the coping stone on abutment, renewed the wooden hol- low quoin of the left gate, reconstructed in concrete the downstream parapet on conduit of water-power plant below the lock, and replaced with concrete pavement about 200 square feet of walk on the lock grounds; at Lock No. 10, refilled with 135 cubic yards of earth and shaped up and sowed in grass erosions extending over 140 feet of the canal embankment, constructed roadway with concrete pavement 3 feet wide on top of the canal embankment from near the Sixth Street Bridge to the lockmaster's dwelling and lock, a distance of 950 feet; many of the worn-out and unserviceable parts of the machinery of dredge Malta were replaced by new ones; the machinery of the U. S. steamers Merrill and Vega was overhauled and repaired; the worn- out and unserviceable hull of floating pile driver was reconstructed; barge No. 3 and a work and store boat were completed. The harbor lines established at Zanesville, which were approved by the Secretary of War under date of June 25, 1909, have been laid out on the ground and the principal stations marked with permanent concrete monuments. The total commerce for the fiscal year ending June 30, 1910, which consists principally of miscellaneous merchandise, was approximately 58,906 short tons, valued at $2,745,000. It is believed that the im- provement has had no material effect on the nature of the commerce. (See Appendix G G 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 madeto 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. 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. 714 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 carry- ing 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 additional locks and dams would be required for the main river, besides the one at Louisa already com- pleted. 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, 1910, was as follows: Big Sandy River, general improvement, including maintenance__ $1, 095, 354. 45 Levisa Fork, maintenance ________-______-____________ 32, 192.41 Tug Fork, maintenance __________________________ _ 31, 284.06 All work of this project applicable to the main river, Catletts- burg to Louisa, has been completed, with the exception of the steel service bridge at Lock No. 1, which has been deferred for reasons set forth on page 606 of the Annual Report of the Chief of Engineers for 1908. With the additional amount of $3,000 appropriated in the river and harbor act approved June 25, 1910, the construction of this bridge will be undertaken. Lock and Dam No. 1, Levisa Fork, has been completed with the exception of the construction of upper guide wall, one dwelling and a maneuver boat, and the removal of original and deposited material obstructing the approaches to the lock and navigable pass. Lock and Dam No. 1, Tug Fork, has been completed with the ex- ception of bank protection at and below abutment, the removal of deposit in the lock and pass approaches, the construction of a maneuver boat and an additional dwelling. With the funds ap- propriated by acts approved June 25, 1910, these works will be completed. The act of June 25, 1910, also appropriated $50,000 for the con- struction of Lock and Dam No. 2, Levisa Fork, and $50,000 for Lock and Dam No. 2, on the Tug Fork, but as the immediate construction of these locks and dams is not considered urgent, operations during the fiscal year 1912 will be confined to acquiring sites, perfecting plans, and other preliminary work with the available funds. In view of the large increase in cost of construction work and other changed conditions since this improvement was undertaken, it is believed that the entire project should be reexamined with a view to revision, and pending such reexamination, no estimate for further appropriation is submitted. Three locks and dams on the Big Sandy River have been completed and opened to navigation. They provide a minimum depth of 6 feet RIVElR AND (IARB3OR IMPtlOVEMEN 'fTS. 715 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 carried 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 bottom and the fact that the obstructions naturally renew themselves. Commercial statistics are reported under the head of operating and care of locks and dams on Big Sandy River, West Virginia and Kentucky (see below). The Big Sandy River is navigable by steamer from Catlettsburg, the mouth of the river, up to Louisa, Ky., a distance of 27 miles, and from there to Chapman, Ky., on Levisa Fork, a distance of 8 miles, and to Saltpetre, W. Va., on Tug Fork, a distance of 4 miles. For pole boats, rafts, etc., the head of present navigation is taken at Pond Creek on Tug Fork and at Pikeville 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, Annual Report of the Chief of Engineers for 1908. July 1, 1909, balance unexpended____________________--------------------------- $149, 266. 85 Amount appropriated by river and harbor act approved June 25, 1910 _ _-------- _ 1___------ 128, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910_ 25, 000. 00 Received from sales__--------------------------- 1. 15 302, 268. 00 June 30, 1910, amount expended during fiscal year, for works of improvement_ -------------------------------------- 139, 852. 01 July 1, 1910, balance unexpended---------- -------------- 162, 415. 99 July 1, 1910, outstanding liabilities______________-------- 1, 000.00 July 1, 1910, balance available__---___ ----------------------- 161, 415. 99 July 1, 1910, amount covered by uncompleted contracts 480. 05 Amount (estimated) required for completion of existing project_ a 3, 555, 000. 00 (See Appendix G G 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 En- gineers: for the year 1904, Part 1, page 481, and for the year 1905, Part 1, page 490. Under the 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, 1910, a total sum of $138,938.26. The amount expended during the year ending June 30, 1910, was $15,048.32. The principal work has been clearing the channels and lock ap- proaches of snags and other obstructions; making minor repairs to the. locks and dams and their appurtenances; constructing at Lock No. 3 a reenforced concrete landing with steps, repairing tripping bar machinery, repairing walk on dam, repairing paving behind and be- low abutment, and constructing a set of needles with openings for a Exclusive of the balance unexpended July 1, 1910. 716 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. regulating the pool; purchase and installation of equipment for ma- chine shop, and a new pump, with fittings, for use in cleaning de- posits from lock gates, walls, etc.; and the construction, under con- tract, of a small flatboat. The total commerce for the fiscal year ending June 30, 1910, which consists principally of timber, cross-ties, manufactured iron; and miscellaneous merchandise, was approximately 147,725 short tons, valued at $2,539,000. It is believed that ,the improvement has had no 'effect on the nature of the commerce. (See Appendix G G 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, 1910, was $3,391,146.56. The result of this expenditure was the repair and 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; the partial (90 per cent) completion of Lock and Dam No. 12; the partial (47 per cent) completion of Lock No. 13; the construction of a dam at Beattyville (since abandoned); the purchase of a site for Lock and Dam No. 14; and the making of surveys to determine the amount of damage to private property by reason of the construction of these works. This work has been carried on under the continuing-contract sys- tem, and the balance of authorization remaining to be appropriated is $65,000. The amount of $165,000, estimated for expenditure in fiscal year ending June 30, 1912, will be applied to the construction of Locks and Dams Nos. 13 and 14. In view of the present status of the canalization of this river and in order that work necessary to complete the improvement may be prosecuted to advantage, it is recommended that in addition to the cash appropriation of $100,000 a continuing-contract authorization be made to provide for the balance ($250,650) required to complete Lock and Dam No. 14, the last one in the project. Certain bridges and public roadways crossing the small streams that enter into this river have been more or less damaged by reason of this improvement. The communities in which these damages have occurred are no doubt entitled to some relief, but it is believed that the entire cost of providing suitable bridges or relocating road- ways should not be borne by the United States. RIVER AND HARBOR IMPROVEMENTS. 717 The greatest draft which can be carried at mean low water from Lock No. 1 to the head of slack-water navigation (a distance of 239.5 miles) is 5.5 feet; above this point no boats can run at a low stage. The usual variations of level of water surface are from 23 to 40 feet, and occasionally much more. 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 in the Ohio only about 22 feet can be carried over the lower sill of Lock No. 1. With the dam across the Ohio River at Louisville raised there will be a depth of full 6 feet on this sill at all stages. 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; they are also a prolific source of snags and of discouragement to any steamboat traffic that might develop. Commercial statistics are given in the report for operating and care of locks and dams on Kentucky River. 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 de- veloped and the product shipped by river. It is believed that the project has so far had no material effect on freight rates. July 1, 1909, balance unexpended--------------- $588, 388. 47 Amount appropriated by river and harbor act approved June 25, 1910--------------------------------------------- 106, 000. 00 Amount received from sales ------------------------------------- 8. 15 694, 396. 62 June 30, 1910, amount expended during fiscal year, for works of improvement_--_ ---------------------------------------------- 297, 045. 75 July 1, 1910, balance unexpended ---------------------------- 397, 350.87 July 1, 1910, outstanding liabilities----------------------------- 527. 60 July 1, 1910, balance available---------------------------- 396, 823. 27 July 1, 1910, amount covered by uncompleted contracts----------- 216, 491. 02 Amount (estimated) required for completion of existing project__ a555, 650. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement'_--_ _---------------- ab 165, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix G G 5.) 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 extending for a distance of 87 miles upstream, was practically suspended on account of deterioration of the works. These five locks and dams a Exclusive of the balance unexpended July 1, 1910. b Of this amount $65,000 is for continuing contract work authorized by the river and harbor act approved June 25, 1910. 718 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 operating and care of canals and other works of navigation there has been ex- pended up to June 30, 1910, a total sum of. $1,931,601.34. The amount expended during the year ending June 30, 1910, was $159,644.20. The principal work has been the maintenance of navigable depths by dredging and snagging operations throughout the slack-watered portion of the river and making repairs to locks, dams, and their appurtenances. The work at the various locks was as follows: At Lock No. 1 the lower apron of dam was completed, the upper and lower miter sills were rebuilt in concrete, the lower wooden lock gates were replaced with steel, and a break in the abutment crib was partially repaired; at Lock No. 2 repairs were made to upper guard wall; at Lock No. 4 a concrete top was put on old wooden darn, and the lower guard crib was replaced by concrete wall above pool level; at Lock No. 5 the worn-out decking on dam was renewed and abut- ment grounds fenced; at Lock No. 6 the lower guard crib was replaced by concrete wall from a point 1 foot under pool level, and the lower guide crib was partially torn down in preparation for replacing with concrete; at Lock No. 8 cement and timber have been assembled for repairs to dam; at Lock No. 9 additional riprap bank protection was placed on land acquired during the year from O. T. Soper, and prop- erty was fenced; at Lock No. 10 additional riprap bank protection was placed, the road on United States land was macadamized, and a storehouse was constructed; at Lock No. 11 repairs were made to trestles of movable crest of dam and valves in lock gates, and a small flat was built. The repairs to floating plant consisted of raising wheel of steamer Kentucky about 13 inches, installing dipper handle, capstan, and main hoisting gear wheel on dredge No. 1 and a 28-horsepower engine on launch Pearl, and completing minor repairs to barges, scows, der- rick boats, etc. The U. S. S. Gregory was completed and put in com- mission, and the following new plan purchased: Concrete mixer, one 3-drum hoisting engine, one wooden barge, and one 35-horsepower boiler. The total commerce for the fiscal year ending June 30, 1910, which consists principally of coal, timber, whisky, flour, tobacco, and miscellaneous merchandise, was approximately 263,785 short tons, valued at about $2,097,000. It is believed that the improvement has had no material effect on the nature of the commerce. (See Appendix G G 6.) 7. Guyandot River, West Virginia.-Forgeneral description, proj- ect, etc., see Annual Report of the Chief of Engineers for 1901, pages 489, 490. RIVER AND HARBOR IMPROVEMENTS. 719 The method of improving this river has been by open river reg- ulation. Operations have been carried on from time to time, as money has been made available, in clearing the channel of obstructions and removing overhanging trees from the banks, and the amount ex- pended on prior operations has amounted to $22,689.90. The last work done on this river was in 1899. No reliable record of the commerce has been retained; it consists almost ehtirely of timber floated to market as loose logs or in rafts, and would probably approximate 160,000 short tons per year. The existing project, adopted by the river and harbor act approved June 25, 1910, provides for continuing improvement in accordance with plan printed in House Document No. 558, Sixtieth Congress. first session, and makes an appropriation of $5,000, not to exceed $2,000 of which, or so much thereof as may be necessary, to be ex- pended in revetting the banks to confine the river to its present channel. Amount appropriated by river and harbor act approved June 25, 1910_ $5, 000. 00 July 1, 1910, balance °unexpended __________________________ 5, 000. 00 (See Appendix G G 7.) IMPROVEMENT OF RIVERS AND HARBORS IN THE LOUISVILLE, KENTUCKY, DISTRICT. This district was in the charge of Lieut. Col. J. G. Warren, Corps of Engineers, to December 13, 1909, and in the charge of Capt. Lytle Brown, Corps of Engineers, since that date. Division engineer, Col. William T. Rossell, Corps of Engineers, to September 21, 1909, and Lieut. Col. J. G. Warren, Corps of Engineers, since that date. 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 rocks 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 PortlandCanal.-Previousto 1883 the ap- proach 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 720 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. permit navigation via that route. Originally it was very crooked, with swift currents and whirls, filled with dangerous rocky points projecting from the sides and bottom, and it could be navigated only at stages of 11 feet or more, upper canal gauge. Even as such stages the services of special skilled pilots of long local experience and hav- ing intimate knowledge of the channel conditions were essential for reasonably safe passage through it. Projects.-The original project for the enlargement of the head of the Louisville and Portland Canal was adopted in 1883 and proposed the enlargment of the canal, beginning at a point a short distance below the railroad bridge at Fourteenth street and extending east- wardly to the cross dam, so as to not only straighten and widen the canal proper, but also provide ample space for the necessary re- arrangement of tows about to enter or leave the canal. This was slightly modified in 1885, so far as the location of the new north wall was concerned. A revision of the project was made by a Board of Engineer officers January 28, 1890, and approved by the Chief of Engineers January 31, 1890. This revision modified the area for- merly proposed to be excavated and determined the number and kinds of structures, etc., to be erected. As approved, it provided for enlarging the canal on its northerly side from a point 725 feet below the railroad bridge at Fourteenth street, where the width of the canal was abruptly increased from 90 feet to 210 feet. This latter width is then gradually increased through a distance of nearly 2,800 feet to 325 feet at the head of the canal proper, at which point the enlargement is expanded into a capacious basin or harbor 1,200 feet wide and practically parallel to the Kentucky shore. The structures proposed were a new retaining wall on the north side of the canal, a movable dam about 800 feet long, a fixed dam extending from the movable dam at the westerly end of the basin to the south abutment of the movable dam in the Middle Chute opening of the cross dam, the exca- vation of rock within designated limits to the same grade as the canal bottom, the construction of certain walls and slope revetment on the south side of the canal, and the removal of the old structures within the limits of the proposed enlargement. Under date of March 31, 1899, a further modification of some of the details of the project was considered by a Board of Engineer officers and their recommenda- tions approved by the Chief of Engineers April 8, 1899. These later modifications, together with the work outlined in the report ap- proved January 31, 1890, constitute the existing project toward the completion of which operations are now directed. The totals of estimates under the original project and the several revisions are as follows: Project of 1883, page 1539, Annual Report of the Chief of Engi- neers for 1883--____---------------------- $1, 335, 363. 00 Revision approved January 31, 1890, page 2217, Annual Report of the Chief of Engineers for 1890 10, 230. 40 7____________________ Modification approved April 8, 1899, page 2545, Annual Report of the Chief of Engineers for 1899 ____-_____________________ 300, 391. 92 A revision of the latter estimate was made November 13, 1900, approved by the Chief of Engineers November 17, 1900, and amounted to _-___--_-----_----- --------------- 398, 359. 12 The foregoing relates particularly to the improvements at the head of the Louisville and Portland Canal. RIVER AND HARBOR IMPROVEMENTS. 721 Prior to January 31, 1890, there was no specific comprehensive project for the systematic improvement of the Indiana Chute channel, although much work, consisting of the removal of some of the more dangerous rock ledges, had been done under estimates and allotments from appropriations for improving Ohio River. On the date just mentioned the project submitted by a Board of Engineer officers for the radical improvement of this chute was approved by the Chief of Engineers. This project had for its object the widening and deepen- ing of the channel by rock excavation to specified grades within cer- tain limits and the control of water flow in the channel by means of dikes, etc., so as to make this channel available for descending navi- gation drawing 62 feet at stages of 8 feet, upper canal gauge. How- ever, only a part of the work necessary for the purpose in view was included in the estimate accompanying the report of the Board, it being stated: As the exact knowledge of the results of that'work [i. e., the work estimated for in the Board's report] would be of great importance in fixing the details of location and cross section of the additional works that will be required, it would be as well to leave the determination of the additional work above the bridge to a later day. The estimates for work on this chute since the adoption of a spe- cific project therefor are as follows: Project approved January 31, 1890---------- --------------- $138, 610. 97 Modification approved April 8, 1899 4, 320. 98 7-------------------------- Revision of estimate approved by the Chief of Engineers November 17, 1900--------- ----------------------------- 129, 651. 99 A consolidation of the projects for the enlargement at the head of the canal and the improvement of the Indiana Chute was authorized by the Chief of Engineers June 28, 1897, and since that date funds have been provided for work at both localities under one title of appropriation. Work under that part of the project relating to the Indiana Chute having been completed, a Board of Engineer officers was assembled to determine, as anticipated in the project of 1890, what further work was essential to provide the requisite depth necessary to facilitate the passage of traffic through this channel. The report of the Board was submitted December 16, 1901, and approved by the Chief of Engi- neers December 30, 1901. The items of additional work found to be :necessary to produce the desired result and the estimated cost thereof are as follows: Submerged dam at Whirlpool Point (large stone), 2,500 cubic yards, at $3 --------------------------------------------------- $7, 500 Raising movable dam north of canal wall-------------------------2, 500 Removing old dam and building movable dam, 1,000 feet, at $75 .-..... 75, 000 Longitudinal contracting dikes (concrete), 22,300 cubic yards, at $12___ 267, 600 Submerged dams below bridge (concrete), 3,000 cubic yards, at $20 _(_ 60, 000 Rock excavation, 3,200 cubic yards, at $3.50----------------------- 11, 200 Contingencies, 10 per cent ------------------------------------ 42, 380 Total ______---------------------------------------------- 466, 180 For this latter work the board prescribed the order in which it should be done, and stated that it was possible that a part of the work might become unnecessary if certain results were produced by the submerged dam at Whirlpool Point, and in that event about $125,000 would probably be saved from the estimated cost. 56932 0 ENG 1910-46 722 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Subsequently, in House Document No. 492, Sixtieth Congress, first session, the Ohio River Board recommended the omission of all of the foregoing items, except that for removing the old dam and building a movable dam at the head of the falls (No. 41 of the series), and in lieu of such omitted items proposed the following to increase the facilities for passing the falls: (1) To widen the narrow portion of the canal to 170 feet, thus permitting the passage of a down-bound tow of loaded coal boats and an up-bound tow of empty coal boats, each tow 3 abreast; (2) to construct a new single-lift concrete lock south of and by the side of the present lock, available dimensions of the cham- ber to be 85 feet by 600 feet, thus permitting the passage at one lockage of 9 coal boats, or 12 coal barges; (3) to create a pool above the falls with elevation of pool surface at 412.004 (9 feet on upper canal gauge), by the replacing of the wooden dam between Middle and Indiana chutes by a Boul6 dam with crest at 412.004, which work is already provided for and under way, and by the con- struction of the sections of dam recommended by the district engineer officer in the project approved by the Chief of Engineers on December 28, 1903, with crests at 412.004 instead of 411.004, recommended therein, this height of crest being desirable for either a 6-foot or a 9-foot slack-water navigation, or even .if the river is not further improved by the slack-water method; (4) to remove the rock necessary to complete the widening of the basin at the head of the canal contemplated by the present approved project; (5) to reconstruct the three sections of Boul6 dam just north of the head of canal with crest at 415.704, in- stead of crest at 412.504, as provided for in present project, thus eliminating the cross current across the head of the canal, which current now makes it very difficult for tows to enter the canal at stages between 8 and 12.7 feet. It is proposed to leave the crest of the present fixed concrete dam at 411.004 to serve as a fixed weir for the low-water discharge of the river. All elevations are in feet above mean tide at Sandy Hook, N. J. The estimated cost of the work proposed by this Board is as follows: Widening canal to 170 feet, etc ---------------------------- $673, 000 New lock and appurtenances___--------------------------------- 773, 000 New dams_----------------------------------------------- 240, 000 Reconstructing Boul4 dam at head of canal-----------------------31,000 Removal of rock in basin ------------------------- --- 43, 000 Total______ --------------------------------------------- 1, 760, 000 Of this estimate the act of March 2, 1907, provided for the com- pletion of the third, fourth, and fifth items, and this work has been completed except so far as concerns the construction of boats for maneuvering the movable sections of the dam. The remaining two items, first and second, and the work proposed thereunder, constitute the existing project. The height of the new dam is such as to afford a minimum depth of 9 feet upstream to Madison, Ind., and a minimum depth of 6 feet on the lower miter sill at Lock No. 1, Kentucky River. Following is a brief synopsis of expenditures under the allotments and projects summarized above: Expended from allotments, 1881, to January 31, 1890...----------$116, 049. 80 Expended under project of 1883, for enlargement of head of canal, to January 31, 1890 ------------------------------------ 347, 380. 68 Reserved, Office Chief of Engineers, United States Army-------- 1, 874. 20 Expended under project for enlarging canal basin at locks------ 133, 000. 00 Expended under revised project of January 31, 1890, to June 30, 1897 : On enlargement at head of canal------------$298, 856. 35 On Indiana Chute channel 103, 602. 81 402, 459. 16 Expended under appropriations for enlargement at head of canal and Indiana Chute, in accordance with project of January 31, 1890, to March 31, 1899 ---- ------ - - -- 208, 659. 75 RIVER AND HARBOR IMPROVEMENTS. 723 Expended under appropriations for enlargement at head of canal and Indiana Chute, in accordance with the modified project of March 31, 1899 (approved April 8, 1899) -------------------- _ $459, 075. 27 Expended under the project recommended by the Ohio River Board----------------------------------------------- 276, 337. 67 Total ---------------------------------- ------ 1, 944, 836. 53 Expenditures during the fiscal year, 1910, were for work, as fol- lows: Office expenditures and miscellaneous___------------------------ $1, 564. 99 Sections of dam, Nos. 6, 6A, 7, 8, and 9-----------------------40, 538.54 Repairs and care of plant----- ----------------------_ _ 2, 333. 86 Removal of rock ------------------------------------------ 2, 894.33 Tota ------------------------- 47, 331.72 The results derived from the expenditures to date have been of marked advantage to traffic and commerce and greatly facilitate their movement. The enlargement of the basin immediately above the locks was completed in 1893 and increased the width of the canal at that locality from 90 feet to 215 feet throughout a distance of 800 feet. The enlargement at the head of the canal, completed during the past fiscal year, begins at a point 725 feet below the Fourteenth Street Railroad Bridge and extends eastwardly to a short distance above the dam, and affords a capacious basin varying in width from 210 feet to 1,200 feet. In the Indiana Chute above the Fourteenth Street bridge, the chan- nel width has been increased from 200 feet to 400 feet, and all rock within these limits excavated to grades specified in the project. At Wave Rock and Willow Point all excavation and the dikes have been completed. The depth of water over Wave Rock and Willow Point approximates very closely the depth anticipated; i. e., 8 feet when there are 8 feet on the upper canal gauge. But that result was not attained for the upper portion of the chute; however, it can now be navigated with ease by heavy-draft coal boats at stages of 11.5 feet, or more, upper canal gauge. It is proposed to apply the amount now available toward the prepa- ration of plans, purchase of land, and preliminary work essential for beginning the proposed enlargement of the canal and building the new lock. The amount recommended for expenditure during fiscal' year 1912 is to be applied toward payments for contract work at present, it being expected to execute the majority of the work under ,two contracts, one of which will cover that to be done on the north side of the canal and the other that to be done on the south side of the canal, which arrangement, it is anticipated, will be more favor- able to rapid progress. July 1, 1909, balance unexpended--------------------------- $84, 994. 05 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------- 50 000. 00 134, 994. 05 June 30, 1910, amount expended during fiscal year, for works of improvement--------------_ --------------------------- 47, 331. 72 July 1, 1910, balance unexpended ------------------- _ ---- 87, 662. 33 July 1, 1910, outstanding liabilities __ --------- -- 1, 056. 51 July 1, 1910, balance available ---------------- 86, 605. 82 724 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project_ a$1, 396, 000. 00 I Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ ___ __________-__----_---_ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix H H 1.) 2. Operating and care of Louisville and Portland Canal.-This canal was constructed by a private corporation, acting under a charter granted by the Kentucky legislature in 1825 and subsequent acts of the same body extending the time for completion and increas- ing the capital stock. It was completed and the first boat passed through it December 22, 1830. At that time there were three com- bined lift locks, each with a lift of about 8- feet, a width of 50 feet, and length of 200 feet. The width of the canal proper was from 64 to 68 feet at normal stages, with a depth of nearly 3 feet at extreme low stages of the river. There was no dam at the head of the canal. The United States became a stockholder in the corporation in 1826, and gradually increased its holdings until all of the outstanding stock and bonds passed into its possession. In 1860 an enlargement and extension of the canal, which included new locks, was begun under the corporate management and resulted in the width of the canal being increased to 90 feet, with three basins, or passing places, and the construction of two new combined lift locks, with a total lift of about 26 feet. Each of the chambers of the new locks has a width of 80 feet and an available length of 350 feet. The new locks were opened to navigation February 6, 1872. The United States assumed charge of the work of enlargement of the canal and construction of a dam at the head of the canal subse- quent to the allqtment of funds for that purpose in 1868, but the operation of the canal and collection of tolls remained under control of the corporate management until June 11, 1874, upon which date the entire control of the canal was assumed by the United States, pursuant to the act of Congress of May 11, 1874, which provided that the canal should be held " free of all tolls and charges, except such as are necessary to pay the current expenses of said canal and keep the same in repair." Tolls were entirely abolished after mid- night July 1, 1880, and since that date the expenses of operation and maintenance of the canal have been borne directly by Treasury funds made available by the act of March 3, 1881, and the indefinite appropriation for " Operating and care of canals and other works of navigation," act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The general project for operation and care of the canal by expendi- tures under allotments from these acts contemplates the operation of the canal locks, the operation of the dredging plant to keep the canal clear of deposit brought into it by high water, and the repair of existing structures, so as to maintain the whole system in good serviceable condition. The funds are provided under estimates sub- mitted annually at the beginning of each fiscal year and allotments therefor. a Exclusive of the balance unexpended July 1, 1910. b See page 1006 of this report. RIVER AND HARBOR IMPROVEMENTS. 125 The approved project, estimate, and allotment for the fiscal year 1910, in addition to the provisions for ordinary current supplies, mis- cellaneous work of maintenance, operation of locks and dredging plant, included an item partly providing for replacing the old frame stable with a new substantial building of brick on concrete founda- tion, so designed as to give shelter for the horses and vehicles belong- ing to the canal, as well as afford needed additional storage room. The estimate for the year amounted to $96,454, and the funds there- under made available July 14 and August 16, 1909. In reporting the total of expenditures made in connection with this work it seems best, for the purpose of clearness in showing the general application, to subdivide the total to date into amounts for each period indicated, as follows: From allotments and appropriations, September, 1868, to June 30, 1882, for completion of new locks, enlargement of canal, and for cross dam at head of canal, payment of bonds, etc- $1,463, 200. 00 From tolls collected by United States, June 11, 1874, to midnight July 1, 1880, for operation and maintenance---------------- 417, 069. 38 From allotments from act of March 3, 1881, for operation and maintenance ---------------------------------------------- 214, 062. 91 From allotments from act of July 5, 1884, for operation and maintenance --------------------------------------------- 2, 133, 565. 82 From allotment from act of March 3, 1909, for operation and maintenance 5, 094. 88 7----------------------------- Total ------------------------------------------------ 4, 302, 992. 99 The amount expended during the past fiscal year for operation and maintenance is $75,094.88, not including outstanding liabilities June 30, 1910. The canal is available to commerce at all stages of the river less than 12.7 feet, upper canal gauge, and affords free navigation around the Falls of the Ohio River at stages of water when the passage can not be made by the river channel. The zero of the upper canal gauge is 403.004 feet above mean tide at Sandy Hook, New Jersey. The lowest recorded reading of the upper gauge is 1.7 feet; the highest reading on the same gauge is 46.7 feet. Under the regulations prescribed by the Secretary of War for the use, administration, and navigation of this canal the maximum draft of vessels that can be passed through the canal is limited to the depth of water above zero of the gauge at the time the boat enters the canal. References to more extended information concerning original con- dition, purchase, and progress of the improvement of this canal are given on page 491, Annual Report of the Chief of Engineers for 1904. During the fiscal year ending June 30, 1910, 4,329 boats, barges, and small craft passed through the canal, carrying 699,333 short tons of freight. During the same period 1,075 boats, barges, and small craft passed over the falls via the open-river channel, carrying 341,990 short tons of freight, thus making the aggregate movement 5,404 boats, barges, and small craft and 1,041,323 tons of freight. For a comparative statement of traffic and commerce at this locality for the past sixteen years see the report on this work by the district officer. (See Appendix H H 2.) 3. Lock and Dam No. 48, Ohio River, near Henderson, Ky.-The river and harbor act of June 25, 1910, makes provision for continuing 726 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. improvement of the Ohio River with a view to securing a navigable depth of 9 feet, in accordance with report submitted in House Docu- ment No. 492, Sixtieth Congress, first session, and with a view to the completion of such improvement wtihin a period of twelve years the act made an appropriation of $1,150,000 to be applied to the purchase of sites for 18 locks and dams, and toward the construction of certain others. An allotment of $50,000 has been made from this appropriation for the purchase of site and beginning construction of Lock and Dam No. 48, and work thereon will be commenced during the coming fiscal year. Amount allotted from appropriation made by river and harbor act approved June 25, 1910________-------__ __ --- ------ _ $50, 000. 00 July 1, 1910, balance unexpended_------- _--------- -------- - 50, 000. 00 Amount (estimated) required for completion of existing project_ a 1, 790, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ____ _________ (b) Submitted in compliance with requirements of sundry civil act of June 4, 1897. 4.Operating and care of lock and dam at Grand Rapids, Wabash River.-This lock and dam was built from funds derived from appro- priations for improving Wabash River, Indiana and Illinois, and opened to navigation in November, 1893. The available length of the lock is 214 feet; width, 52 feet; depth on lower miter sill at low water, 3.5 feet; depth on upper miter sill at normal pool stage, 5.08 feet. At such stage the pool above the lock affords slack-water navi- gation about 12 miles, and the maximum draft that can be carried is about 2 feet. Conditions beyond the pool are mentioned in the report for improving Wabash River, Indiana and Illinois. The expenses of operating the lock were paid from the appropria- tions for improvement of the river until March 1, 1897, since which date they have been paid from annual allotments from the indefinite appropriation for " Operating and care of canals and other works of navigation," act of July 5, 1884, as amended and reenacted by sec- tion 6 of the river and harbor act of March 3, 1909. The first and subsequent annual projects proposed the operation of the lock and the maintenance of it and the appurtenant structures in good serviceable condition. The expenditures under these projects to June 30, 1910, amounted to $55,186.40. The project for the fiscal year 1910, provided for the operation of the lock, ordinary current repairs, the replacing of the old wooden guide and protection cribs with new concrete walls, dredging the lock chamber and entrances thereto, backing the dam, and repairing the lower slope of the dam, at an estimated cost of $44,963, which amount was made available by allotment dated July 15, 1909. From the sale of contact prints there was received the sum of $11.70, which was deposited to the credit of the Treasurer of the United States to be credited to the allotment. The amount expended during the fiscal year ending June 30, 1910, not including outstanding liabilities, is $20,306.40. a Exclusive of the balance unexpended July 1, 1910. b See page 1006 of this report. YIVE, ANtI 1A,11 Of IMP OVEMENTS. Operations under the contract for new guide walls, protection crib, etc., have been in progress, but the work has been prosecuted with a lack of vigor, resulting in great delay. During the fiscal year the work accomplished is as follows: 1,234.11 cubic yards rock excava- tion, 3,588 cubic yards crib excavation, 1,120 cubic yards earth excava- tion, 881 cubic yards embankment, 1,342 cubic yards backfill, 9,663 cubic yards dredging, 800 cubic yards stone filling for dam, and 757.6 cubic yards stone filling in walls. The timber for repairs to the lower slope of the dam has been received and stacked ready for use as soon as conditions become favorable. During the past fiscal year 291 boats, barges, etc., 1,0751 short tons freight, and 86 passengers passed the lock. The small quantity of traffic is probably due to the fact that the lock was closed on account of the repair work in progress from September to January. A comparative statement of traffic and commerce passing the lock during the past thirteen years will be found in the report on this work by the district officer. (See Appendix H H 4.) 5. Green River, above the mouth of Big Barren River, Kentucky.- Originally this part of Green River was much obstructed by snags, large bowlders, and overhanging trees. Dam No. 4, Green River, afforded slack water for about 18 miles above the confluence of Green and Barren rivers. The fall in that part of the river above slack water and below Mammoth Cave, Ky., a distance of about 29 miles, was approximately 27 feet. The original project is that submitted under date of August 11, 1891 (printed in Annual Report of the Chief of Engineers for 1891, p. 2481). It proposes the extension of slack-water navigation from the upper limits of pool No. 4 to Mammoth Cave by the construction of two locks and dams at an estimated cost of $361,346.40 for both. No revision of the project and estimate has been made except as pro- vided by the river and harbor act of March 3, 1905, for work of snagging and clearing banks of Nolin River, which will be affected by slack water from Dam No. 6, Green River, for which $5,000 has been appropriated. The amount expended to June 30, 1910, exclusive of outstanding liabilities on that date, is $365,428.16. As a result of these expenditures, Locks and Dams Nos. 5 and 6 have been completed and opened to navigation, thus extending slack water to Mammoth Cave, Ky., and through a part of the rich mineral district bordering the river which previously had no conveniently accessible transportation route. Commercial statistics are given in the report for operating and care of locks and dams on Green and Barren rivers, Kentucky. (Ap- pendix H H 6). References to more extended information may be found in Annual Report of the Chief of Engineers for 1904, page 498. Report of examination of the river from Lock No. 6 to Munford- ville may be found in House Document No. 377, Fifty-ninth Con- gress, first session. Sufficient data are not available upon which to determine the effect of the improvement on freight rates, if any. 728 REPORT of T"E CHIEF Of ENGIN-EE iS, U. S. ARNiY. No work was in progress during the year. The expenditures made were in payment of awards in condemnation proceedings to acquire land for a roadway from the abutment site of Dam No. 6 to the nearest public highway. The project having been completed, it is proposed to carry the small balance available to the surplus fund of the Treasury and make no further report until additional funds become available for work on this river. July 1, 1909, balance unexpended ---------------------------------- $580. 17 June 30, 1910, amount expended during fiscal year, for works of im- provement ----------------------------------------------------- 335.13 July 1, 1910, balance unexpended ---------------------------------- _ 245. 04 (See Appendix H H 5.) 6. Operating and care of locks and dams on Green and Barren rivers, Kentucky.-The original system of slack-water navigation on these rivers, including 4 locks in Green River and 1 lock in Barren River, with a total length of pools of approximately 200 miles, was completed by the State of Kentucky in 1841. The State retained con- trol and management of the system until 1868, when it was leased to the Green and Barren River Navigation Company for a term of thirty years. The act of the Kentucky legislature, approved February 20, 1886, ceded the entire system to the United States upon condition that the unexpired portion of the lease to the navigation company be purchased by the United States. The river and harbor act of August 11, 1888, appropriated $135,000 "for the purchase of the improve- ments known as the Green and Barren river improvements." The deed from the Green and Barren River Navigation Company relin- quishing all their rights, privileges, etc., having been duly approved by the Attorney-General of the United States, and the purchase money paid to said company, the Government assumed control of the river, the improvements therein, and the property formerly owned'by the State December 11, 1888. The condition of the improvements and of the rivers at that date was as follows: Lock and Dam No. 1, Green River, required many repairs. The walls of Lock No. 2 were cracked and in bad condition generally, the land wall especially so, it being held in position by anchorage to cribs filled with stone; the river wall had yielded out- ward. Lock No. 3, Green River, was broken entirely, the river wall having yielded outward and fallen into the river. Lock and Dam No. 4, Green River, was in fairly good condition, with the exception of needed repairs to the quoins and gates. The walls of Lock No. 1, Bar- ren River, were so badly cracked that a part of one of them, the land wall, leaned toward the lock chamber about 6 inches and was liable to fall at any time. The entrances to the locks were obstructed with deposit and the pools with great numbers of snags, overhanging trees, etc.; the appurtenant structures at the locks and the lock-tenders' dwellings were in bad condition and inadequate. No snagging or dredging plant was available. Excepting the funds for rebuilding Lock No. 2, Green River, which were provided by specific appropriations, the funds for the restoration of former structures, the operation of the locks, and maintenance of the system in good navigable condition have been provided by allot- ments from the indefinite appropriation for "Operating and care of RIVER AND HARBOR 1VIPROVEMIENT8b 729 canals and other works of navigation," act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909, under estimates submitted annually at the beginning of each fiscal year. The first project for work on these rivers under the latter act was approved January 4, 1889, and proposed the restoration, so far as practicable, of the former structures to good serviceable condi- tion, the construction of new ones where required, the operation of the locks, the removal of snags, landslides, and deposit from the entrances to the locks, etc., and such has been the general object of each subsequent annual estimate and project. In addition to the items for the usual work of operation and main- tenance, the project and estimate for the fiscal year 1910, provided for installing new upper steel gates and building new upper miter wall at Lock No. 2, Green River; new lower steel gates, repairs to upper- river cribs, foot-bridge, and apron of dam at Lock No. 2, Green River; new upper gates of steel and repairs to upper-river crib at Lock No. 3, Green River; installing new upper steel gates and rebuilding upper miter wall at Lock No. 4, Green River; bank protection and roadway at Lock No. 6, Green River; two new dump scows and rebuilding two derrick boats. The estimate for the year amounted to $88,788.51, which was made available by the allotment of July 17, 1909. Expenditures during the fiscal year amounted to $75,884.85, not including outstanding liabilities June 30, 1910. The aggregate of expenditures under the project of January 4, 1889, and subsequent annual projects to June 30, 1910, is $1,559,998.21. The result of these expenditures is the thorough repair of the several locks of the former system and their appurtenant structures, their maintenance, together with the new locks, and the restoration of through navigation in the pools from Lock No. 1, Green River, to Bowling Green, Ky., on Barren River, a distance of 172 miles, for boats not exceedinig 35 feet in width, 138 feet in length, and draft not exceeding 5 feet. At extreme low water in the open river below Lock No. 1, Green River, there is a depth of only 1 foot on the lower miter sill at that lock, which is located 8 miles above the mouth of the river. The system now includes 7 locks and dams, Locks Nos. 5 and 6, Green River, having been built from funds provided by specific ap- propriations, thus affording slack-water navigation from Lock No. 1, Green River, to Bowling Green, Ky., on Barren River, and to Mam- moth Cave, Ky., on Green River; the total length of pools is 219 miles. Following is a synopsis of traffic and commerce through the locks during the fiscal year: Boats. Freight. Green River: Short tons. Lock No.1 ............................... .................. .......... 4,059 258,199 Lock N o.2... ................................................................... 2,611 185,353 Lock Lock No. 3........................................................................... No.43------------------------------------------------------------ 2,160 112,094 2,1166012,7854 Lock N o.4...................................................................... 2,116 60,7854 Lock No.5 ..................................................... ................ 1,186 52,4001 Lock No.6................... ................................................ 1,268 27,3691 Barren River, Lock No. 1............................................ ................1,925 27,1881 730 REPOR1T OF THE (1{RII OF ENGINEERS, U. S. ARMY. A comparative statement of the traffic and commerce on these rivers will be found in the report on this work by the district officer. References to'more extended information may be found in Annual Report of the Chief of Engineers for 1904, page 500. (See Appendix H H 6.) 7. Operating and care of lock and dam on Rough River, Kentucky.- This lock and dam was built with funds provided in appropriations for improving Rough River, Kentucky, and opened to navigation December 12, 1896. The lock has an available length of 123 feet, width of 27 feet, and depth on upper miter sill at normal pool stage of 6.8 feet. At such stage the pool above the lock affords slack-water navigation 211 miles to a short distance above Hartford, Ky., for boats with draft not exceeding 4 feet. The expense of operating the lock was paid from the appropriation for improvement until June 30, 1897; since that date the expenses of operating, care, etc., have been borne by the indefinite appropriation for operating and care of canals and other works of navigation, act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909, the funds being made available by allotment for projects and estimates submitted annually at the begin- ning of each fiscal year. The project for the fiscal year 1909 proposed to operate the lock and maintain existing structures in good serviceable condition, keep the pools clear of snags, and remove deposits from the lock and ap- proaches thereto at an estimated cost of $1,508; which amount was made available by allotment July 15, 1909. Expenditures during the year amounted to $1,304.39, exclusive of outstanding liabilities June 30, 1910. The amount expended from July 1, 1897, to June 30, 1910, is $12,268.19. Traffic through the lock during the past fiscal year included 783 boats and rafts, carrying 23,4391 short tons of freight. A comparative statement of traffic and commerce on this river during the past nineteen years will be found in the report on this work by the district officer. (See Appendix H H 7.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, 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 Wabash River, Indianaand Illinois, from its mouth to Mount Carmel.-Report dated June 12, 1909, is printed in House Document No. 246, Sixty-first Congress, second session. It is not considered advisable to undertake the improvement of Wabash River by the United States at the present time. 2. Preliminary examination of Tradewater River, Kentucky.- Report dated June 12, 1909, is printed in House Document No. 346, I8VER AND HARBOR IMPOVEMEN14 '731 Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE DULUTH, MINNE- SOTA, DISTRICT. This district was in the charge of Lieut. Col. Graham D. Fitch, Corps of Engineers. Division engineer, Col. W. L. Fisk, Corps of Engineers. 1. Harbor at Grand Marais, Minn.-This harbor is an elliptical bay, whose major axis is about one-half mile and whose minor axis is about one-fourth of a mile in length. It has an opening on the south side, which was originally about 1,000 feet in width. Before improve- ment there was a maximum depth of 14 feet over a very limited area, the general average depth being only 8 or 9 feet. (Depths are referred to mean low water.) It is the only harbor of refuge on the north shore between Agate Bay and the international boundary line, a distance of 125 miles. There were no expenditures by the Government prior to the exist- ing project. The approved project of April, 1879, is to build two breakwater piers, each 350 feet long, from the east and west points of the bay, or one pier 700 feet long from the east point, and dredge an anchorage area of about 26 acres to a depth of at least 16 feet, all at an esti- mated cost of $139,669.40. For reasons explained in the report of the local officer (Annual Report of the Chief of Engineers for 1898, p. 2217), this estimate was increased to $163,954.63. Two breakwaters, each 350 feet long, have been constructed from the east and west points of the bay, the work being completed on August 13, 1901. The amount expended on the project up to the close of the fiscal year ending June 30, 1910, not including outstanding liabilities, was $166,324.42, of which about $5,387.74 was for maintenance. The expenditures during the year were for incidental expenses and contingencies. The approved project has been completed. The work done has resulted in a more protected harbor and a 16-foot anchorage area of 26 acres. The minimum mean low-water depth over the shoalest part of the locality under improvement is 15 feet. The usual variation of water level extends from about 0 to +1 foot above low-water datum. In the original condition of the bay a small commercial business could have been transacted by means of tugs or other vessels of small draft at risk of exposure to storms, and logs could have been rafted to other ports on the lake, also at risk of loss, to be sawed into lumber; but the present commerce of this port could not have been carried on. The United States improvements have therefore been an indispen- sable agency in the development of business where none previously existed, and this may be of greater value and importance than a sim- ple reduction of rates. The commerce of the port has increased fronm 25 entrances and clearances, made by 4 tugs and 5 schooners, with 60 short tons of 732 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cargo, valued at $6,000, in 1878, to 1,270 clearances and entrances, all steamers, with 13,285 short tons of cargo, valued at $1,656,557, in 1909. The value of the commerce of the harbor from 1878 to 1909, both inclusive, is estimated at $12,272,165. The freight tonnage in 1909 was 68 per cent less than in 1908. The total expenditures by the Government for this harbor to date are 1.36 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual expense of government operations at this harbor, con- sisting of maintenance, interest, and depreciation, is approximately $8,226. This amounts to $0.62 per ton of vessel freight for the year 1909, and to 0.49 per cent (one-half of 1 per cent) of the value of this freight. Further details of these comparisons may be seen in Table 4, Appendix I I 1, of this report. Effect of project on freight rates: There are no railroads running to this harbor, and the only means of transportation is by water, so that no comparison can be made with railroad charges. The available balance will be expended for repairs and maintenance as necessity arises. For reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 559, where references are given; also page 648 of Annual Report of Chief of Engineers for 1908. Report on examination, with plan and estimate of cost of im- provement, as provided for by the river and harbor act approved March 2, 1907, is published in House Document No. 939, Sixtieth Congress, first session. The further improvement recommended consists in enlarging the harbor basin by dredging an additional area to a depth of 16 feet, at an estimated cost of $70,416; but this work has not yet been authorized by Congress. July 1, 1909, balance unexpended----------------------------- $6, 033. 48 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000. 00 8, 033. 48 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 7 .90 July 1, 1910, balance unexpended________ __________________ 8, 025. 58 (See Appendix I I 1.) 2. Harbor at Agate Bay, Minnesota.-This harbor, situated on the north shore of Lake Superior, 27 miles northeast of Duluth, Minn., is an important shipping port for iron ore and lumber and a harbor of refuge. Before improvement there was ample depth for navigation, with 18 feet or more at .mean low water over the greater portion of the harbor, but the harbor was exposed to storms from the southwest and to reverse swells from severe northeast storms. The approved project of January 4, 1887, was to construct two breakwater piers on a line toward each other from the eastern and western points of the bay, to be 1,000 and 900 feet long, respectively, leaving an opening of 1,340 feet between their extremities and inclos- ing an area of 109 acres. RIVER AND HARBOR IMPROVEMENTS. 733 In 1899 the total ultimate length of the easterly breakwater was increased by 50 feet. The original estimate of cost was $213,000, which was increased to $244,208 (see Annual Report of the Chief of Engineers for 1887) on account of higher prices. The amount expended on the approved project up to the close of the fiscal year ending June 30, 1910, not including outstanding lia- bilities, was $255,472.87, of which about $21,415.34 was applied to the maintenance of the improvement. The amount expended during the year was for repairs, incidental expenses, and contingencies. Repairs were (a) on account of damage caused by a vessel colliding with the outer end of the west breakwater, and were made by the United States at a cost of $993.05, and (b) on account of damage caused by ice to the outer 550 feet of the west breakwater where the timber wall was worn at the water's edge, and the cost of repairing which was $2,091.01. The project was completed on November 1, 1901, and fulfills very effectually the purpose for which it was designed. The depth at the entrance is over 50 feet, and vessels drawing 20 feet can reach the ore docks in safety. The usual variation of water level extends from about 0 to about +1 foot above low-water datum. The commerce of the port has increased from 174 arrivals and clearances of vessels in 1885, with 263,437 short tons of freight, valued at $876,613, to 3,206 arrivals and clearances in 1909, with 10,628,731 short tons, valued at $29,308,378. The total value of the commerce of this port from 1887 to 1909, both years inclusive, is $233,820,370. The total expenditures by the Government for this harbor to date are one-ninth of 1 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual expense of government operations at this harbor, con- sisting of maintenance, interest on cost of improvement, and deprecia- tion, is approximately $14,974. This amounts to $0.0014 per ton of the vessel freight for the year 1909 and to one-twentieth of 1 per cent of the value of this freight, and is less than one-tenth of 1 per cent of the saving in the cost of transportation on this freight by water as compared with rail rates. Details of these comparisons may be seen in Table 4, Appendix I I 2, of this report. Effect of project on freight rates: It is estimated that the saving in cost of transportation by water as compared with that by rail for the receipts and shipments of this harbor is approximately $1.78 per ton, which amounts to nearly $19,000,000 for the year 1909. This is more than five-eighths of the value of the receipts and shipments for the same year. The government improvements have been an indis- pensable aid to this commerce. (See the following report for harbor at Duluth, Minn., and Superior, Wis.) The available balance and the appropriation recommended will be expended for repairs and maintenance. For reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 561, where references are given. 734 iEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended 889. 91 $---------------------------- Amount appropriated by river and harbor act approved June 25, 1910__ 2, 000. 00 7, 889. 91 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 4, 576.09 July 1, 1910, balance unexpended-------------------------------3,313. 82 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------ a 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 I I 2.) 3. Harbor at Duluth, Minn., and Superior, TVis.--Previous to the Annual Report of 1897 this harbor was reported on under the sep- arate heads of Duluth, Minn., and Superior, Wis., respectively. The act of June 3, 1896, unified these harbors under the above title and provided for continuous contracts for its improvement to the amount of $3,130,553. This harbor consists of the Duluth Canal, the Wisconsin Entrance, Superior Bay, Allouez Bay, St. Louis Bay, and St. Louis River to the limits of the cities of Duluth and Superior, about 20 miles from the original natural entry, which before improvement was obstructed by shifting bars with but 9 feet of water over them. The bays were broad expanses of shallow water, averaging only 8 or 9 feet, except along a natural channel through them where the depth was greater, but variable. Depths given in this report are referred to low-water datum, which is a mean low-water level. The project adopted by the act of March 3, 1881, previous to the present one, was for 16-foot navigation. This was practically com- pleted July 1, 1897, and resulted in giving a good 16-foot navigation through the natural or Wisconsin entry, through the artificial Duluth Canal, over the Duluth Basin of 104 acres, along and parallel to the principal dock lines of Duluth and Superior in Superior and St. Louis bays, and up the St. Louis River to New Duluth, near the head of navigation of the river, with well-defined channels of from 85 to 300 feet in width. The amount expended on the project of March 3, 1881, and projects prior to operations under existing project was $1,548,183. The present project, authorized by the act of June 3, 1896, and by the modifications of August 14, 1896, and May 9, 1901, provided for the widening and deepening to a navigable depth of 20 feet of the existing channels, for new channels in Allouez Bay and St. Louis River, for extensive turning and anchorage basins of a navigable depth of 20 feet at the junctions of two or more channels, for widen- ing the Duluth Canal, and for rebuilding the piers at the Duluth Canal and Wisconsin Entrance and finishing them off with concrete superstructures built of monolithic blocks. The estimated cost of the work was $3,130,553, but this referred only to the deepening of the channels and basins by dredging. This has been done at much less than the estimated cost, permitting the purchase of -lands to the extent of $106,561.19, the rebuilding of the Duluth Canal piers at a cost of over $650,000, including price of land, a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 735 and leaving a balance of about $275,000 toward the rebuilding of the piers at the Wisconsin entrance, under construction from 1903 to 1906. Further modified by project adopted by act of June 13, 1902, at Superior Entry, Wisconsin, with all-concrete construction, increasing the original estimate by $650,000. The present project has been further modified and enlarged by the act of March 2, 1907, in accordance with the report submitted in House Document No. 82, Fifty-ninth Congress, second session, which provides for excavation of the lake approach to the Duluth entrance to 30 feet for a width of 300 feet, at a cost of $10,000, and the follow- ing work at Superior Entry: (a) Building a concrete revetment pier on the north side of entrance, similar to one already built in 1904, on the south side under the project before present modification, these two revetments 500 feet apart and terminating near the lake shore of Wisconsin Point; (b) building two converging breakwaters from the shore out to the 30-foot depth, with an opening of 600 feet on line with the axis of the inner entrance, to be of rubble mound construc- tion, terminating in a crib and concrete pier at outer end and a pile pier at inner end; (c) dredging between the breakwaters to form a channel 600 feet wide and 30 feet deep, and further dredging to form a stilling basin; (d) dredging channel between revetments to a depth of 24 feet; (e) protecting the shore line by riprap; and (f) widening the Superior front channel inside the harbor; estimated to cost $1,703,000. The said act also provided for additional dredging near the draw span of the Northern Pacific Railroad bridge at an esti- mated cost of $55,500. The present project has been further modified and enlarged by the act of May 28, 1908, which provides for the expenditure of moneys heretofore appropriated for the harbor for dredging inside the Du- luth entrance, in accordance with a report in House Document No. 221, Sixtieth Congress, first session. This report recommended the enlargement by about 209 acres of the anchorage area of the Duluth Basin, by dredging to a depth of 22 feet, low-water datum, an esti- mated amount of 4,590,000 yards, at a cost of $550,800, which esti- mate was later increased to 5,600,000 yards and a cost of $672,000, in order to give an available depth of 22 feet at all times. These several modifications have a combined estimated cost of $2,440,500, and together with the first estimate of $3,130,553 make a total estimated cost of $5,571,053 for the present project and its modifications. The amount expended on the existing project to the close of the fiscal year ending June 30, 1910, exclusive of outstanding liabilities, was $4,704,989.88, of which $516,030 was expended for maintenance. Operations during the fiscal year ending June 30, 1910, include the following: The extension of the Duluth Harbor Basin, authorized by act of May 28, 1908, and commenced July 8, 1908, was prosecuted until the completion of the contract October 18, 1909. The amount accom- plished during the year was the excavation of 157,905 yards, and the contract cost at 101 cents, $16,580.02. The total amount of work under this contract was 1,874,472 yards, at a contract cost of $196,919.56. The area dredged was 70 acres, and was deepened from the original depth of 7 feet to a depth of 22 to 24 feet. The result- 736 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ing increase in the area of the basin, counting the portion of the channel which became a part of the basin by this extension, is 78 acres, and gives a total area of 249 acres in the basin. This work is for an extension of benefits. Removal of shoals.-Dredgingfor the removal of shoals from chan- nels in Superior Bay and St. Louis Bay where the depth had de- creased to less than 20 feet, was executed to the extent of 185,967 yards during the year, and a contract cost of $24,347.60. Details are in Appendix I I 3, page 2054. This work was for maintenance of existing improvements. Superior Entry improvement.-During the fiscal year the north concrete revetment was completed and the outer 1,600 feet of its :auxiliary trestle removed; the eight timber cribs for the substructures of the outer ends of the two breakwaters were sunk in place, filled with gravel, and riprapped around the base; 386 10-ton footing blocks, of which 92 were completed during the year, were set in place on the cribs; the north breakwater head superstructure was com- pleted by building in place 35 monolithic concrete blocks containing a total of 4,845 cubic yards of concrete; the south breakwater head was nearly completed, only 7 blocks remaining to be placed; a total of 32,772 tons of stone was placed, by contract, in the north rubble mound breakwater, completing 840 feet; a small amount of work was done on the south rubble mound breakwater by United States plant and hired labor using heavy riprap removed from the vicinity of the old canal piers. The United States 15-inch hydraulic dredge has been undergoing modification to accommodate a cutter head, with its engines and machinery, and is nearly completed. The cost of the foregoing operations was $230,000; 7.72 per cent was for adminis- tration. The work done under the existing project up to the close of the past fiscal year may be summarized as follows: The dredging of channels and basins, which was in operation for six seasons under continuous contract and completed in 1902, removed 21,697,243 yards of material, and gave 17 miles of dredged channels from 120 to 600 feet in width, and basins for anchorage and for turning at the junctions of channels and in the vicinity of bridges of an aggregate area of about 360 acres, all of a depth of 20 feet or more at low water. Since then the enlargement of the basins has increased the aggregate area to 519 a acres. The lake approach to the Duluth Canal has been deepened to 30 feet or more for a width of 330 feet. The lake approach to the Superior Entry has been deepened to 30 feet or more for a width of 350 feet. Channels have been widened in St. Louis Bay to adapt them to the reconstructed spans of the Northern Pacific bridge, which have recently been enlarged and altered in position. The East Gate Basin has been enlarged, giving increased facilities for the passage of vessels through the Duluth-Superior bridge and for vessels passing from the Rice Point channel to the Superior Front channel. The Duluth Harbor Basin is being extended in order to provide additional and much needed anchorage facilities and about 331 per a This includes areas of adjacent channels which become part of the basins by reason of the enlargements. RIVER AND HARBOR IMPROVEMENTS. 737 cent of the projected amount of this work has been accomplished. The government harbor line in front of Minnesota Point has been moved inshore to a distance of 750 feet by the Secretary of War in order to provide the room necessary for this extension of the basin. The maintenance of these channels has been kept up by the removal of shoals, and a maximum draft of 20 feet at mean low water could be carried through any and all of them on June 30, 1910. The usual variation of water level extends from about 0 to +1 foot above low- water datum. The head of navigation is at the foot'of the rapids just above the village of Fond du Lac, on the St. Louis River, about 20 miles from Lake Superior. All the land necessary for the widening of the Duluth Canal has been acquired by deed of gift, purchase, or condemnation, at a cost of $53,919.05. The land needed for the improvement at the Wisconsin entrance, the mouth of the Nemadji River, and a marshy island in the St. Louis River, was obtained by condemnation proceedings, at a cost of $42,795.94. A small parcel of land at the end of Grassy Point and certain lands in Spirit Lake were purchased, at a cost of $3,146.20. A site for a boat yard on Minnesota Point, near the Duluth Canal, was acquired by purchase and condemnation, at a total cost of $7,200, and the vacation of a portion of a street was effected through the city authorities, which was found necessary in order to carry out a proper system of improvement. This property has now been improved by building a bulkhead and a landing pier, dredging a slip, filling the yard with sand, moving the four government buildings, which had been occupying leased ground at the foot of Seventh avenue, and by fencing in, paving a roadway, and surfacing and seeding for grass. The cost of this improvement has been about $17,750. New piers were built for the Duluth Canal. These piers have been equipped with 67 iron lamp-posts, and the city furnishes the electric current for lighting the same during the season of passenger travel by lake. Concrete walls inclosing the government lands at the Duluth Canal were built and the tracks filled to grade, requiring the deposit of about 50,000 cubic yards of material. The construction of an engineer building on the government land north of the canal for offices and a watchman's house has been com- pleted, at a cost of about $25,000. On May 1, 1906, the rented office rooms were given up and the new building occupied. It is a substan- tial building, conveniently near the harbor and United States vessel yard, and well adapted to office purposes. The parking of the canal grounds and the construction of additional concrete walls to protect the grounds from flooding by storms have been completed. At the Wisconsin Entrance (known also as the Superior Entry) the replacing of the old piers by new ones of concrete construction was begun in 1903. About one-half of the south pier was completed in 1904. A description of the method of construction may be seen in Appendix A A A, page 3779, of the Annual Report of the Chief of Engineers for 1904. During the following two years but little was accomplished in the way of construction at the Superior Entry on account of the destruction of protective works by storms. Work on 56932 "0 -ENG 1910---47 738 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the concrete piers was ordered discontinued by the Chief of Engineers August 21, 1906, pending the consideration of a report by a board of engineers. Work on the modified project, in accordance with the act of March 2,1907, was commenced in the spring of 1907, and has been in progress since that time. The results accomplished are stated in detail else- where in this report and in the annual reports for previous years. Up to June 30, 1910, about 57 per cent of this projected improvement has been acco'mplished. The lake commerce of this port, Duluth-Superior, during the last season of navigation (1909) amounted to 32,529,301 short tons, valued at $261,509,159, and from the beginning of improvements by the Government in 1867 to 1908, inclusive, the vessel freight entering and departing has amounted to 298,508,435 short tons, valued at $3,365,288,779. It is believed that the tonnage of Duluth-Superior Harbor is now exceeded by that of but two ports in the United States-New York and Philadelphia. The vessel freight of Duluth-Superior Harbor far 1909 was 56 per cent of the amount which passed the Sault locks the same year. For a comparison between the cost of improvements and the volume of commerce, it may be stated here that the total amount of money expended by the Government on the improvement of this harbor from the commencement of work in 1867 up to June 30, 1910, is a $6,253,172.88. The vessel freight received and shipped at this port during the same period was 298,508,435 short tons, and its market value was $3,365,288,779. From this it appears that the cost of gov- ernment improvements has been less than one-fifth of 1 per cent of the value of the freight transported. The annual expense of government operations at this harbor, con- sisting of maintenance, interest on the total cost of improvements to date, and depreciation, is approximately $298,858. This annual ex- pense, when compared with the commerce of the harbor, amounts to about 1 cent for each ton of the vessel freight for the year 1909. Com- pared with the value of the commerce the annual expense amounts to about one-ninth of 1 per cent of the value of the vessel freight for the same year. For a further comparison it appears that the annual expense is only about one-half of 1 per cent of the saving in cost of transportation by water as compared with rail rates, on the same freight for the year 1909. Further details may be seen in Table 4, Appendix I I 3 of this report. Effect of project on freight rates: It may not be possible to give exact figures showing the effect of the improvements of this harbor on freight rates, but the following statements have a bearing on the question: a It should be stated that the figures given in this report for expenditures for improvements, maintenance, interest, and depreciation, and in Tables 2 and 4 of Appendix 113, relate only to harbor work by the United States Engineer Department, and do not include expenditures for light-houses and channel marks, nor the Life-Saving Service, weather signals, Lake Survey charts and bulletins, or the United States hydrographic charts and other information for mariners; all of which are aids to navigation, as well as are the improvements in the form of piers, breakwaters, and dredged channels, but do not fall within the scope of the present report. RIVER AND HARBOR IMPROVEMENTS. 739 The average rate on freight passing through St. Marys Falls canals in 1909 was 0.78 mill per mile per ton, and the average haul was 809 miles, as shown by the official records. If the same freight had been carried by rail, the rate would probably have been as much as 3 mills per ton-mile, making a difference of 2.2 mills per ton-mile. Assuming this difference to apply to freight for Duluth-Superior Harbor, and that the average haul is 809 miles, the saving in cost of transportation by water would be $1.78 per ton, and for the 32,529,301 tons received and shipped at this harbor in 1909 the saving in cost amounts to about $57,902,156 in that one year. The saving in cost of this large sum has, of course, been made pos- sible by the government improvements, not only at this harbor, but at St. Marys River and at other points between here and the Lake Erie ports, and it is not known just how much of the above saving should be credited to the Duluth-Superior improvements. It is evi- dent, however, that with any reasonable proportion of such saving in transportation accredited to the improvements at this harbor, which form an essential and necessary part of the whole waterway, the cost of such improvements must be only a small fraction of the saving in freight rates effected thereby.a The foregoing saving to shippers is based upon a comparison of existing rates of transportation by water and rail. In addition to this it should be said that the rail rates are reduced or kept down by the competition of the waterway, and in that way a further saving in transportation is effected. The two modes of transportation having developed contemporaneously during the last half century, it would be hard to say what the railroad rates would be if the Great Lakes waterway with its government improvements did not exist, but there is hardly room for doubt that they would be materially higher. Due to the late date at which funds provided by the river and harbor act of June 25, 1910, became available, it is believed that the amount on hand will be sufficient for all work of urgent necessity during the year ending June 30, 1912. With regard to the maintenance of improvements in this harbor, it is believed that this could be advantageously provided for by an annual allotment. With 49 miles of harbor frontage, 17 miles of 20-foot channels, and the handling of over 32,000,000 tons of freight in the past year, there is necessity for the closest inspection, by a special patrol pro- vided with a steam tug, to prevent injurious deposits, encroachments of wharves and other private structures; the enforcement of rules regarding the rafting of logs, the anchorage of vessels, the opening of draws, and the care of United States property. These, with the aA similar saving in freight rates applies to other harbors in the Duluth district which have railroad connections and where harbor improvements executed by the Government (or in part at private cost) have opened up these harbors to interlake navigation and commerce. The above-named amount of saving in cost of transportation, $1.78 per ton, will be considered as also apply- ing approximately to the harbors of Agate Bay, Asland, Ontonagon, Marquette, Marquette Bay, Grand Marais (Mich.), and the local harbors of the Keweenaw waterway, subject to more or less error, according to different local conditions, such as the class of freight, its destination, number of competing railroads, facility of handling freight by boat and by rail, etc. (See Table 4, Appendix II 3 of this report,) 740 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. discovery and removal of shoals, repairs to government piers, the care of parks, and the collection of complete and reliable commercial statistics, which has already proven of great value, it is thought could best be cared for by congressional action authorizing allotments or appropriations to be made on estimates submitted. For reports of examinations and surveys of Duluth-Superior Har- bor, see the Annual Report of the Chief of Engineers for 1906, page 565, where references are given. See also Annual Report for 1907, Appendix J J, page 1833, and Annual Report for 1908, page 648. Subsequent examinations are as follows: A preliminary examination of .the harbor at Duluth, Minn., and Superior, Wis., with a view to securing increased anchorage area in the vicinity of Superior Entry, authorized by the river and harbor act of March 3, 1909; report dated June 7, 1909, is printed in House Document No. 317, Sixty-first Congress, second session. The report was unfavorable to such improvement. Preliminary examination of St. Louis River, Minnesota and Wis- consin, from the upper limit of the present project to the stone quar- ries near Fond du Lac, authorized by the river and harbor act of March 3, 1909. The report of the district officer, dated June 15, 1909, is printed in House Document No. 320, Sixty-first Congress, second session, and in Senate Document No. 439, Sixty-first Congress, second session. Final conclusions were unfavorable to improvement. Preliminary examination for a canal connecting Lake Superior and the Mississippi River by way of the St. Croix River, Minnesota and Wisconsin. Report of the Duluth district officer dated August 30, 1909, printed in House Document No. 304, Sixty-first Congress, second session, is unfavorable to such improvement. July 1, 1909, balance unexpended------------------------------ $705, 247. 67 Receipts from sales-------------------------------------- 8, 304. 03 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------- 500, 000. 00 1, 213, 551. 70 June 30, 1910, amount expended during fiscal year: For works of improvement------------------ $262, 017. 05 For maintenance of improvement--------------50, 000. 00 312,017. 05 July 1, 1910, balance unexpended---------- 901, 534. 65 July 1, 1910, outstanding liabilities----------------------------2, 000. 00 July 1, 1910, balance available----------------------------- 899, 534.65 July 1, 1910, amount covered by uncompleted contracts ----------- 52, 480. 00 Amount (estimated) required for completion of existing project__ a b 689, 999. 20 (See Appendix I I 3.) 4. Harborat Port Wing, Wis.-The harbor of Port Wing, formed by the mouth of Flag River, is situated on the south shore of Lake Superior, about 33 miles from the head of the lake. a Exclusive of the balance unexpended July 1, 1910. bEstimate for completion increased by $121,200 on account of increase in estimate for dredging Duluth Harbor Basin, in order to make the project depth of 22 feet available at all times. RIVER AND HARBOR IMPROVEMENTS. 741 Before improvement the depth at entrance was small and variable. It was 2 or 3 feet at times, and at other times the entrance was closed entirely. Previous to government operations the harbor had been improved by private parties to some extent. The entrance had been jettied, but imperfectly and with only partial success, and dredging was necessary every spring for removing a sand bar. Within the harbor much dredging had been done to accommodate the lumber business. In accordance with the provisions of the act of Congress approved March 3, 1899, a report upon a survey of this harbor with a project for its improvement was submitted on November 20, 1899. This project provided for the construction of two parallel piers of piling, filled in with slabs and topped with large rock. These piers were to be located 200 feet apart and to be 800 feet and 825 feet long, respectively. A channel 150 feet wide and 15 feet deep was to be dredged between the piers and for 500 feet along the slough. The estimated cost of the improvement was $44,992, increased in 1908 to $56,539 on account of underestimate for dredging in the orginal estimate. By act of Congress approved June 13, 1902, the project was adopted; the village of Port Wing conveyed to the United States without cost 7 acres of land at the harbor entrance needed for the im- provement, and the work of improvement was commended in 1903. The amount expended on this work to the close of the fiscal year ending June 30, 1910, exclusive of outstanding liabilities, was $51,819.41, of which $10,517.46 was for maintenance. Operations for the fiscal year consisted in dredging for the removal of shoals, in September and October. There were 17,767 yards of material dredged, at the price of 174 cents, making a cost of $3,153.65. There had already been dredged in April and May, 1909, 7,015 yards (as stated in last annual report), making a total of 24,782 yards, at 171 cents ($4,398.80), for the season, which was executed under contract by the Northern Dredge and Dock Company. This gave a depth of 15 feet or more at mean low water from deep water in the lake to the upper limit of government dredging, which is 200 feet above the inner end of the piers, and a width for this depth of 170 feet in the lake approach and 100 feet between the piers. The following results have been accomplished: The two entranrce piers built, with lengths of 800 and 601 feet, respectively; 45 feet of pile revetment at the inner end of the east pier; dredging which gave an entrance channel 15 feet deep at low water, 100 feet wide, and extending from deep water in the lake through to a distance of 200 feet inside of the inner end of the east pier; a portion of the turning slip, extending 70 feet to the east, past the inner end of the east pier, with a width of 80 feet and a depth of 14 to 16 feet; a pile revetment 100 feet long at the inner end of the west pier, and maintenance of improvement by dredging of shoals and repairs to the piers. A maximum draft of 15 feet can be carried June 30, 1910, at mean low water over the shoalest portion under improvement. The usual variation of water level extends from mean low water (low-water '742 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. datum) to 1 foot above datum. The entrance piers have been effective in reducing shoaling very materially. Private dredging extended a navigable channel to a distance of about 2,500 feet southerly from the entrance, and this improvement marked the limit of navigation on Flag River. This stretch of river has been redredged from time to time by private enterprise, and the lower portion has an available depth of probably 14 feet for a short distance from the entrance, while the upper portion is now badly shoaled. The vessel freight of this harbor was 64 arrivals and departures, with 31,127 short tons, valued at $305,000, in 1901, and 170 arrivals and departures, with 29,745 short tons, valued at $447,595, in 1909. The freight tonnage in 1909 was 29 per cent greater than that for the previous year. The total freight of this port for the seven years, 1903 to 1909, inclusive, since the date of commencement of government improve- ments, was 329,039 tons of 2,000 pounds. The total expenditures by the Government for this harbor to date are only 1- per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual expense of government improvements at this harbor, consisting of maintenance, interest, and depreciation, is approxi- mately $3,980. This amounts to 13 cents per ton of the vessel freight for 1909 and to one-eleventh of 1 per cent of the value of this freight. Further details may be seen in Table 4, Appendix I I 4, of this report. Effect of project on freight rates: This harbor has only water transportation for the movement of its freight, and for this reason no comparison can be made with freight charges by railroad. The construction of a harbor here has been an essential factor in the development of the commerce of Port Wing. There was no com- merce to mention previous to these improvements. In 1907 it amounted to nearly a million dollars. The principal sawmill of this place, which had shut down in June, 1905, as noted in the Annual Report of the Chief of Engineers for 1905, page 1990, resumed operations in the spring of 1907, with a prospect for continuous work for many years. Other timber products and a good brownstone quarry add materially to the vessel business. A revised estimate gives $15,237 as the amount required for com- pleting the approved project. Details may be seen in the report of the district officer for 1908. It is proposed to expend the sum recommended to be appropriated for this harbor in dredging for maintenance and for repairs to the entrance piers. These expenditures will result in an extension of the benefits to navigation. A more detailed description of the harbor may be seen in House Document No. 114, Fifty-sixth Congress, first session, and in Bulletin No. 18, Survey of the Northern and Northwestern Lakes, page 75. For reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 568, where references are given. kIVMAk AN1 HARBORL IMPBRO VEMI'ETS. July 1, 1909, balance unexpended-__ $5, 000. 34 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 10, 000. 34 June 30, 1910, amount expended during fiscal year, for maintenance of improvement _________________ -- ________ 4, 827. 75 July 1, 1910, balance unexpended___________________________ 5, 172. 59 Amount (estimated) required for completion of existing project-. a15, 237. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement____________________-_ - _ a3, 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 I 4.) 5. Harbor at Ashland, Wis.-Ashland Harbor is located at the head of Chequamegon Bay, and originally had no protection from the waves which rolled into the bay nor from waves generated within the bay itself by storms. The natural depth at the entrance, and through the bay up to the vicinity of the present harbor line along a large part of the city front was at least 19 feet at mean low water, requiring no dredging except for private slips, but for the southwest part of the city front shoaler water is found, which required the dredging of a public channel in front of the harbor line. The original project, approved December 7, 1888, and modified February 9, 1889, was for the constructing of a pile, slab, and rock breakwater 8,000 feet long, and for dredging a channel in front of the wharves of the city. The original estimates of cost were, for dredging, $65,540; for breakwater, $165,760. The act of March 3, 1899, added to this project by authorizing an extension of the breakwater to the shore, thus requiring the ultimate construction of 10,200 feet of breakwater. The emergency river and harbor act of June 6, 1900, provided that the appropriation already made should be expended in building a shore spur 4,700 feet in length from a point 2,600 feet east of the prolongation of the present break- water and parallel thereto. This again changed the project, adding greatly to the total length of breakwater to be constructed and largely to the total expense. The total amount expended on this project and its modifications up to the close of the fiscal year ending June 30, 1910, not including out- standing liabilities, is $480,048.37, of which amount $284,783.21 has been applied to the maintenance of the improvement. Under this project and its two modifications there have been con- structed 7,454 feet of breakwater on the original line and 842 feet on the line fixed by the act of June 6, 1900. Of the 7,454 feet on the original line 91 feet is detached and uncom- pleted work near shore and 7,363 feet is completed breakwater in one piece. This breakwater, as originally built of piles, slabs, and rock bal- last, was a frail structure and required large expenditures for main- tenance. a Exclusive of the balance unexpended July 1, 1910. 744 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of revetting this structure with sandstone riprap so as to form a permanent rubble mound breakwater, with the old struc- ture for a hearting, was begun May, 1903, and was completed for the entire length of 7,363 feet on October 20, 1909. A diagram showing the method of reinforcing the breakwater may be seen in the Annual Report of the Chief of Engineers, for 1905, page 1992. Operations for the fiscal year consisted in completion of the sand- stone revetment of the breakwater on the above-described plan, on which there was placed between the dates of July 8 and October 20, 1909, 17,777 tons, at the contract price of $1.05, amounting to $18,665.85. The work of refilling portions of the breakwater revetted under the earlier contracts, where settlement and wear of the sandstone had occurred, was also commenced (see Appendix I I 5, p. 2071), and between the dates of May 11 and June 30, 1910, there was placed 4,466 tons of granite riprap at a price of $2.10, making a contract cost of $9,378.60, and a total expenditure under the contract of $28,044.45. The work done gives a protected area of about 1,600 acres and affords safe anchorage and dockage for a distance of 3 miles along the city front. The usefulness of the breakwater was in evidence when the north- east storm of September 2-3, 1905, caused considerable damage to the village of Washburn, across the bay from Ashland, breaking in 10 of the doors of the large flour shed of the Northwestern Railway Company and cutting away the embankment of the railroad ap- proach, while the numerous docks along the Ashland Harbor front under the protection of the breakwater escaped injury. This storm seriously damaged the breakwater itself along the portions which had not been strengthened by the rock embankment. Dredging by the Government in the years 1897, 1903, and 1907 constructed a channel which has a length of 5,760 feet and extends in front of the existing wharves of the city where the original depth of water was not already sufficient for navigation. This channel now has a width of 80 to 120 feet for a depth of 20 feet or more at mean low water and a somewhat greater width for an 18-foot depth. The width is not as great as it should be. The dredgings from this channel have been deposited alongside the government breakwater to form an earth embankment and lessen the amount of rock required for the revetment. Easterly from the dredged channel the natural depth of the bay in front of the harbor line is a little more than 19 feet at mean low water and sufficient for the present needs of commerce. The usual variation of level of the water surface is from about 0 to +1 foot, referred to mean low water. The commerce of this port carried by vessels consists principally of iron ore and lumber exported, and coal, mineral oil, and general mer- chandise imported. (With the commerce of Ashland are included the towns of Washburn and Bayfield, unless otherwise stated.) The commerce has increased during the twenty-two years the har- bor has been under improvement by the United States from 892 arrivals and clearances, with cargo tonnage of 1,400,000 short tons in 1887, to 2,366 arrivals and clearances, with cargo tonnage of 5,396,174 short tons, valued at $17,967,797, in 1909. The total commerce from 1887 to 1909, inclusive, is estimated at 79,003,424 short tons, valued at $544,591,864, exclusive of logs towed in rafts. RIVER AND HARBOR IMPROVEMENTS. 745 The total expenditures by the Government for this harbor to date are only one-eleventh of 1 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual expense of government improvements at this harbor, consisting of maintenance, interest, and depreciation, is approxi- mately $24,098 and amounts to $0.0045 per ton of the vessel freight for 1909, to one-eighth of 1 per cent of the value of this freight, and to one-fourth of 1 per cent of the saving in the cost of transportation on-the same freight, by water as compared with rail rates. Further details of these comparisons may be seen in Table 4, Appendix I I 5, of this report. Effect of project on freight rates: The estimated saving in cost of transportation by water over that by rail is $1.78 per ton, which is more than $9,000,000, for the business of this port in 1909. The extension of the breakwater for a distance of 637 feet to the west, as required for completion to the projected length of 8,000 feet, has been delayed for some years past in order to strengthen the por- tion already built. It is now believed that the execution of this ex- tension should be taken up at once. The district officer has submitted an estimate for this extension (see Appendix I I 5), in which the de- tails of the original plan are changed so as to substitute for the origi- nal piles and slabs a rubble mound, resting on a fill of earth from dredgings deposited without cost to the United States, the rubble mound to be built of rough quarried stone, and of simple construc- tion, and to be terminated at the west end by a pierhead built of tim- ber, rock, and concrete, for a landing and for a suitable finish to the breakwater, and to provide a base for a light-house and fog signal. The cost of this extension is estimated at $50,172. The original esti- mate for the pile and slab construction was $25,811, but at current prices this would be increased to $64,974, so that the proposed modi- fication in detail is a desirable one on account of both permanency and economy. It has accordingly been adopted by this office. The amount recommended for expenditure in fiscal year ending June 30, 1912, will be applied to the prosecution of the project and for maintenance. The additional work proposed is for the purpose of extension of benefits to navigation and commerce. Additional details regarding the work proposed may be seen in Appendix I I 5. References: Map in Annual Report of the Chief of Engineers for 1903, page 1812. Lake Survey chart of the Apostle Islands, includ- ing Chequamegon Bay, catalogue No. 962. Lake Survey Bulletin No. 18, page 41. For reports on examinations and surveys, see An- nual Report of Chief of Engineers for 1906, page 570, where refer- ences are given. The river and harbor act of March 3, 1909, authorized a prelimi- nary examination of "Ashland Harbor, with a view to widening the channel to four hundred feet, or to such width as may be deemed suitable for the needs of commerce." Report thereon is printed in House Document No. 536, Sixty-first Congress, second session. The work recommended consists in widening the existing channel to 200 feet at an estimated cost of $46,224 and $1,000 a year for maintenance after completion. 746 REPORT OF THE CHIVF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended----------------------------$32, 679.78 Amount appropriated by river and harbor act approved June 25, 1910---- ------------------------------------------ 30, 000. 00 62, 679. 78 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---............ --.- _-- -...- 23, 228. 15 July 1, 1910, balance unexpended_--------__----------- - 39, 451. 63 July 1, 1910, outstanding liabilities-------------------------- 8,200.00 July 1, 1910, balance available-_-_ .... -------------- . _ 31, 251.63 Amount (estimated) required for completion of existing project__ a284, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance--------- a 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 I I 5.) 6. Harbor at Ontonagon, Mich.-The entrance to Ontonagon River, which forms the harbor, had but 6 or 7 feet depth b in 1867, at which time the project for securing 12 feet depth by building parallel piers on either side of the mouth, extending to the 18-foot curve of depth in Lake Superior, and dredging a channel between the piers,. was adopted. Estimated cost, $363,770. The west pier was built to a length of 2,675 feet and the east pier to a length of 2,315 feet. This brought the outer end of the west pier very nearly to the 18-foot curve of depth, as proposed. As far as new work is concerned the project has been completed since 1889, and since then expenditures have been only for keeping a 12-foot channel open by dredging and for the repairs to the piers. The amount expended on this improvement up to the close of the fiscal year ending June 30, 1910, not including outstanding liabili- ties, is $398,017.98, of which sum $113,216.74 has been spent for maintenance of the improvements. Congress, by act of June 25, 1910, authorized further improvement of this harbor by the so-called "smaller plan" reported in House Document No. 602, Sixty-first Congress, second session, which pro- vides for a channel 150 feet wide and 17 feet deep at low water in the lake, 100 feet wide and 15 feet deep between the piers, and two short channels 75 feet wide and 15 feet deep leading from the inner end of the piers to the nearest end of the principal wharves on each side of the harbor, at an estimated cost of $15,400, with $8,000 an- nually for maintenance, and an additional $1,000 annually for the maintenance of the piers. Nothing has been expended on this project as yet. Operations for the fiscal year consisted in dredging the entrance channels to the extent of 56,253 yards and contract cost of $9,277.43, and repairs to the entrance piers, by hired labor and purchase of ma- a Exclusive of the balance unexpended July 1, 1910. bThe datum plane for these depths is not known, but the prevailing stage of lake was undoubtedly used. RIVER AND HARBOR IMPROVEMENTS. 747 terials, at a cost of $1,685.36. The total of these items is $10,962, and all was for maintenance. The maximum draft that can be carried June 30, 1910, at mean low water, over the shoalest part of the locality under improvement is 14 feet. The usual variation of water level extends from 0 to +1 foot above low-water datum. In 1867 there were 449 arrivals and departures, with 5,000 short tons of cargo, and in 1909 there were 378 arrivals and departures, with 16,870 short tons of cargo, valued at $325,733. The commerce of this port since the commencement of operations by the United States is estimated at 2,824,922 short tons, valued at $75,691,250. The amount of freight received and shipped in 1909 was greater by 29 per cent than in 1908, and in value of freight it was 28 per cent greater than in 1908. The total expenditures by the Government for this harbor to date are one-half of 1 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual expense of government operations at this harbor, con- sisting of maintenance, interest, and depreciation, is approximately $19,721. This amounts to $1.17 per ton of vessel freight for the year 1909 and to 6.05 per cent of the value of this freight, and is 65 per cent of the saving in the cost of transportation on this freight by water, as compared with rail rates. Details of these comparisons may be seen in Table 4, Appendix I I 6. Effect of project on freight rates: The estimated saving in cost of transportation by water over that by rail is $1.78 per ton, or $30,029 for the lake commerce of this port in 1909. As the former condition of the river was unsuited to navigation, this saving in freight rates may be considered as effected by United States improvements. No appropriation is requested for the year ending June 30, 1912, as there will probably be an unexpended balance of $8,000 on July 1, 1911, which will be applied as follows: For maintenance, consisting of dredging for the removal of shoals, repairs to piers, and adminis- tration. The work proposed is for the purpose of making the improvements available and for extension of benefits to navigation and commerce. References: For reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 571, where references are given; also page 647 of Annual Report for 1908. Under authority of the river and harbor act of March 3, 1909, re- ports were made on a preliminary examination and on a survey of Ontonagon Harbor, and are printed in House Document No. 602, Sixty-first Congress, second session. July 1, 1909, balance unexpended--------------------------- $19, 848. 74 Amount appropriated by river and harbor act approved June 25, 1910 ------------- ---------------------------------- 25, 400. 00 45, 248. 74 June 30, 1910, amount expended during fiscal year, for maintenance of improvement- ----------------------------------- 19, 738. 72 July 1, 1910, balance unexpended-------------------- -------- 25, 510.02 (See Appendix I I 6.) 748 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Keweenaw Waterway, Michigan.-This work was formerly reported on as the Portage Lake and Lake Superior canals, across Keweenaw Point, Michigan. In accordance with the provisions of the river and harbor act of September 19, 1890, the United States purchased and assumed the charge and care of these canals on August 3, 1891. At the time of the purchase by the United States there was a very poor 13-foot navigation; the channel was narrow and crooked, with many sharp bends; it was poorly marked and lighted; the entrance piers were in a very bad condition; the revetments were decayed or entirely gone, and there was a tax on the commerce through the canals in the shape of a tonnage charge. The original project, adopted January 24, 1887, was- 1. For a 16-foot channel of 70 feet bottom width from bay to lake. 2. A renewal of the canal revetments. 3. A reconstruction of the piers at the Lake Superior entrance and their extension to 30 feet depth of water. 4. The extension of the pier at the Keweenaw entrance to a 20-foot depth of water. 5. At the proper time to increase the channel depth to 20 feet, with a corresponding width, which should not be less than 120 feet. The sum expended in the purchase of the canals, lands, etc., and on items 1 and 2 of the original project was $850,000. The act of June 3, 1896, authorized continuing contracts to com- lete items 1, 2, 3, and 4 of the above project to the amount of '1,115,000. By modification approved March 15, 1898, the width and depth were to be increased to 120 feet and 20 feet, respectively, as originally contemplated. The existing project, adopted by the river and harbor act of June 25, 1910, in accordance with report printed in House Document No. 325, Sixtieth Congress, first session, contemplates the excavation of a basin, with mooring pier, just within the eastern entrance to the canal, and involves the acquisition of a considerable tract of land in addition to that pertaining to the present canal property, at an esti- mated cost of $210,000, subject to the condition that the land needed shall be acquired at a reasonable cost, either by purchase or condem- nation. Pending acquisition of the land required in connection with this improvement and the perfection of plans for the work, no recom- mendation for additional funds is made at this time. When the work is actually undertaken provision should be made for its entire comple- tion, either by a single cash appropriation or by contract authoriza- tion covering the entire amount required to complete the project. The total amount expended on the original project and its modifi- cations up to the close of the fiscal year ending June 30, 1910, not in- cluding outstanding liabilities, was $1,338,431.39, of which about $39,000 was expended for maintenance. The entire project, including the modification for 20-foot depth and 120-foot width, was completed at a cost of only $45,000 in excess of the estimate for the 16-foot depth, or $715,000 less than the estimated cost of the larger project. a The plane of reference for this depth is not known. RIVER AND HARBOR IMPROVEMENTS. 749 There were no expenditures during the year. As a result of government improvements (together with the earlier private improvements) this waterway has a clear width of 120 feet and a clear depth of 20 feet at low water datum (mean low water) throughout its entire length, and with a greater width on bends in the channel, except for some temporary shoaling at the lower en- trance, which will be removed during the coming year. The available balance of the appropriation for improvement was intended for renewal of the old revetments, but it is believed that those remaining may not need renewal, and the money will be held until the necessity shall be demonstrated. The maximum draft that can be carried June 30, 1910, through the waterway is 192 feet at mean low water. The usual variation of water level extends from about 0 to +1 foot, referred to low-water datum. Certain important additional improvements have been recom- mended for this waterway, as follows: A harbor of refuge near the lower or easterly end of the waterway, somewhat similar to the one known as Lily Pond at the upper or westerly end, where vessels can find facilities for mooring and lying in safety during heavy weather. Congress by act of June 25, 1910, has appropriated the sum of $35,000 for beginning this improvement. An improvement to the upper entrance to the waterway has been recommended by the district officer and concurred in by the divi- sion engineer, namely, to deepen the stilling basin-that is, the pro- tected area just within the breakwaters-by dredging out the shoal portions to a minimum depth of 22 feet within a radius of about 1,700 feet from the outer opening between the breakwater ends and removing the outer portions of the old timber revetment piers, which are located at the entrance from the stilling basin to the canal proper, to within 200 or 300 feet of the shore line and about 1,700 feet from the outer opening from the lake. This would give more room for vessels, which is much needed in making the entrance during heavy winds in order to right themselves after passing the outer entrance and head for the channel between the revetment piers. Additional facts regarding this proposed improvement may be seen in the annual report for 1909, Appendix I I, pages 1926-7. Congress by act of June 25, 1910, has authorized a preliminary examination of " Keweenaw waterway, with a view to enlarging the stilling basin at the west end, and increasing the size of harbor of refuge." During the navigation season of 1909 the commerce through the waterway amounted to 1,272,943 short tons of freight, valued at $52,- 792,205. There were also 11,040 passengers carried. This commerce is the through commerce of the waterway only. The local commerce, or commerce between ports within the waterway and points outside, amounted to 1,271,130 short tons, valued at $32,- 473,796. Previous to 1907 the through and local commerce was com- bined, therefore no comparison is made of the commerce of 1909 with previous years. There was also a small local business between the ports on the waterway (Houghton, Hancock, Dollar Bay, Lake Linden, Hubbell, and Chassell) not included in the foregoing, the amount of which is not known. 750 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Effect of project on freight rates: Based on the above commerce (of the local ports on this waterway), the estimated saving of $1.78 per ton in freight rates by water over railroad rates amounts to $2,- 262,611. This business would not be possible except for the improve- ments to this waterway, which the Government has either executed itself or paid for by purchase. This waterway also serves a useful purpose as a harbor of refuge, and is much used by vessels bound up or down doing business at the head of the lake, particularly during the stormy season in the fall of the year. As many as 46 vessels have been tied up at one time at Lily Pond waiting for weather. By lessening the danger and risk of navigation in this manner, to whatever degree, makes this water- way to that extent a factor in the reduction of cost of transportation. For reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 574, where references are given; also House Document No. 325, Sixtieth Congress, first session. July 1, 1909, balance unexpended--------------------------- $1, 806. 29 Amount apprpriated by river and harbor act approved June 25, 1910------------------------------------------------35, 000. 00 July 1, 1910, balance unexpended ----- ------------------- 36, 806. 29 Amount (estimated) required for completion of existing project___ a 175, 000. 00 (See Appendix I I 7.) 8. Operating and care of waterway across Keweenaw Point, from Keweenaw Bay to Lake Superior, Michigan.-Duringthe fiscal year ending June 30, 1910, the sum of $15,150 from the permanent indefi- nite appropriation of July 5, 1884, as amended and reenacted by sec- tion 6 of the river and harbor act of March 3, 1909, was expended in repairs to the breakwaters, the revetments, in dredging shoals, the raising and repairing of the wrecked U. S. tug Circle, in superintend- ence and general operation of the canals, guarding against encroach- ments on the channels by private parties and corporations, on surveys and mapping of the waterway and the collection of commercial sta- tistics. Additional details are given in the district officer's report, Appendix I I 7. An allotment of $84,150 from the same source and for the same purpose has been made for the fiscal year ending June 30, 1911. To June 30, 1910, $209,357.64 had been expended on this work. For further details, see report on this work by the district officer. (See Appendix II 7.) 9. Harbor at Marquette, Mich.-This harbor, which had a natural depth of 18 feet or more at mean low water, afforded no protection to vessels from easterly or northeasterly storms, and projects were ap- proved in 1867 and 1887 for the construction of a breakwater com- posed of cribs filled with rock and projecting from the shore into the bay a distance of 3,000 feet. This breakwater was finished in 1894 practically as projected, but since its commencement extensive repairs have been made to the superstructure. The amount expended up to the commencement of operations upon the new project was $469,732.44. A project for a concrete superstructure was approved February 27, 1890. Its estimated cost was $232,936.71. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 751 Work on this concrete superstructure was begun in the spring of 1895, and it is now built to a length of 2,920 feet, which is 97 per cent of the entire length. It is 100 feet short of the end of the old breakwater. Provision now having been made by Congress for an extension of the breakwater, as noted below, no pierhead will be required at the present end of the breakwater, but when the time arrives for the con- struction of the concrete superstructure for the extension this gap in the old work will be filled out with the regular form for the old structure, at an estimated cost of $6,000. The amount expended upon the project for a concrete superstruc- ture up to the close of the fiscal year ending June 30, 1910, not in- cluding outstanding liabilities, was $204,197.81, of which $23,855.79 was spent for maintenance. Congress in the river and harbor act of June 25, 1910, authorized the construction of an extension to the present breakwater, to a dis- tance of 1,500 feet in a southeasterly direction, to consist of timber cribs resting upon a rubble mound embankment, and with a concrete superstructure, in accordance with a plan designated as Type 2, and also authorized dredging for the removal of a shoal in the northerly portion of the harbor, at a total estimated cost of $489,000. A de- tailed description of this project is given in House Document No. 573, Sixty-first Congress, second session. No expenditure has been made under this project as yet. Operations during the fiscal year consisted in repairing damages to the breakwater caused by a storm and in reenforcing some weak portions of the concrete superstructure, as described in the report of the district officer, at a cost of $1,342. These operations were for maintenance. The work done has resulted in the protection of the ore, coal, lumber, and commercial docks from storms, and has shown the efficiency of the concrete breakwater. Between the breakwater and the ore docks to the west there is generally from 20 to 30 feet of water, except at the northerly 400 feet of the harbor, where the depth at low-water datum is only 14 to 18 feet. This shallow water makes it difficult for vessels doing busi- ness at the ore docks at the north end of the harbor, besides somewhat restricting the area available for harbor of refuge purposes. Pro- vision has now been made for removing this shoal, as noted below. For the maintenance of the breakwater the sum of $10,000 should be appropriated biennially. The usual variation of water level extends from 0 to +1 foot above low-water datum. The vessel commerce of this port was 780 arrivals and clearances during the fiscal year ended June 30, 1872, with a registered tonnage of 370,000 short tons, and 586 arrivals and clearances in 1909, carry- ing 1,741,055 short tons, valued at $7,106,799. The total commerce from 1867 to 1909, inclusive, is estimated at 26,743,032 short tons, valued at $146,601,135. The total expenditures by the Government for this harbor to date are less than one-half of 1 per cent of the value of the vessel freight received and shipped during the period covered by those expendi- tures, 752 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce of the neighboring harbor of Marquette Bay, 3 miles distant, is also benefited by the improvements at Marquette, as vessels working at Marquette Bay have to run to Marquette for pro- tection in time of severe storms. The combined commerce of the two ports thus benefited consisted of 1,052 arrivals and clearances in the calendar year 1909, with 2,936,283 (short) registered tonnage, and 3,619,184 short tons of freight received and shipped, valued at $12,803,440. The total commerce of these two ports from the commencement of government improvements in 1867 to 1909, inclusive, is estimated at 46,788,756 short tons, valued at $200,395,851. The annual expense of government operations at this harbor, con- sisting of maintenance, interest, and depreciation, is approximately $37,833. This amounts to $0.02 per ton of vessel freight of Marquette for the year 1909, to one-half of 1 per cent of the value of this freight, and is 15 per cent of the saving in the cost of transportation on this freight by water as compared with rail rates. Details of these com- parisons may be seen in Table 4 of Appendix I I 8 of this report. Effect of project on freight rates: Taking the estimated saving in cost of transportation by water over that by rail as $1.78 per ton, as per TAble 4 of this report, and the amount of vessel freight in 1909 as 1,741,055 tons (exclusive of the business done at Marquette Bay), makes a total saving of $3,099,078 for the one year. This may be said to have been effected by government improvements, as lake commerce could not otherwise be transacted at that locality. For reports of examinations and surveys, see Annual Report of the Chief of Engineers for 1906, page 576, where references are given. The river and harbor act of March 3, 1909, authorized a prelimi- nary examination of Marquette Harbor. Following this a survey and estimates of cost were made by the district officer and reports on same were printed in House Document No. 573, Sixty-first Congress, second session. This investigation was called for with a view to determining the advisability of changing the direction of the break- water extension, which had been recommended in a report made in 1903 and printed in House Document No. 161, Fifty-eighth Congress, second session, and of removing some shoal areas by dredging. Amount required for expenditure in fiscal year ending June 30, 1912, exclusive of the balance which may be unexpended June 30, 1911: For improvement: For rock embankment and commencing crib building, on break- water extension -------------------------------------- $78, 000 For maintenance_ ---------------------------------------- 10, 000 Total --------------------------------------- 88, 000 The purpose of the proposed expenditures for year ending June 30, 1912, is for the extension of benefits. While the estimate submitted for 1912 ($88,000) is probably all that will actually be required for the next year's operations the work can be prosecuted more economically and advantageously on a larger scale, and it is recommended that the appropriation of this amount in cash be supplemented by a continuing-contract authorization for the additional sum required to complete the project, namely $311,000. RIVER AND HARBOR IMPROVEMENTS. 753 July 1, 1909, balance unexpended---------------------------- $27, 744. 40 Amount appropriated by river and harbor act approved June 25, 1910----------------------------------------------- 100, 000. 00 127,744. 40 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 4, 085. 96 July 1, 1910, balance unexpended_____________________- -___ 123, 658. 44 Amount (estimated) required for completion of existing project .. _ a389, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement -_______-______________ $78, 000 For maintenance of improvement__________________ 10, 000 - -a 88, 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 I 8.) 10. Harbor of refuge, Marquette Bay, Michigan.-Marquette Bay, also known as Presque Isle Harbor, is a small bay within the city limits of Marquette, north of Marquette Harbor, and distant 3 miles therefrom. The bay is about 1i miles long and extends into the shore about one-half mile. The natural depth over the greater part of this area was from 18 to 20 feet at low water, and dredging by the United States has not been considered necessary. Before improvement the locality was fully exposed to storms from the east and northeast, and comparatively little shipping was done. A resolution of Congress, approved March 20, 1896, directed the Secretary of War to make a survey and submit an estimate for a breakwater in this bay. The results of this survey, with estimates amounting to $20,000 for breakwater 500 feet long and $50,000 for construction of one 1,000 feet long, are published in House Document No. 318, Fifty-fourth Congress, first session. The project adopted by the act of June 3, 1896, is to build a break- water 1,000 feet in length off Presque Isle Point. This breakwater was built to its full length in the years 1897-1900. The act of Congress approved June 13, 1902, provided that a por- tion of the appropriation for Marquette Harbor" not exceeding seven thousand five hundred dollars may be expended in connecting the Presque Isle breakwater with the shore." Under this provision the gap between the breakwater and shore was closed, in the fall of 1902, by a timber pier 216 feet long and 100 linear feet of shore revetment constructed. No additional work is proposed except for maintenance. The total amount expended on the project up to the close of the fiscal year ending June 30, 1910, not including outstanding liabili- ties, was $57,758.16, of which $2,701.82 was expended for mainte- nance. No expenditures were made during the year. The work done has enabled vessels to lie at the ore pier and other docks in the vicinity in ordinary weather and moderate storms, and shipping has increased greatly. a Exclusive of the balance unexpended July 1, 1910. 56932 0 -EN.G 1910--48 754 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This harbor is largely used for commercial purposes, but not as a harbor of refuge. Vessels drawing 19 feet can reach the ore pier at mean low water. The usual variation of water level extends from 0 to +1 foot above low-water datum. The lake commerce of this port in 1897 amounted to 1,100 arrivals and departures, with 1,095,243 short tons of freight. In 1909 the lake commerce amounted to 466 arrivals and departures, with 1,878,129 short tons of freight, valued at $5,696,641. The total commerce from 1897 to 1909, inclusive, is estimated at 20,045,724 short tons, valued at $53,794,716. The total expenditures by the Government for this harbor to date are one-ninth of 1 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. .The annual expense of government operations at this harbor, con- sisting of maintenance, interest, and depreciation, is approximately $3,511. This amounts to $0.002 per ton of vessel freight for the year 1909, to less than one-tenth of 1 per cent of the value of this freight, and is one-ninth of 1 per cent of the saving in the cost of transportation on this freight by water as compared with rail rates. (See Table 4, Appendix I I 9, of this report.) Effect of project on freight rates: The saving in cost of trans- portation by water of 1909 freight over the cost by rail, at the esti- mated figure of $1.78 per ton, as in Table 4 of this report, amounts to $3,343,070. This was made practicable by the government break- water at this locality. This harbor, as already stated, is not used for purposes of refuge, and it may be questioned whether its freight business could not have been transacted at Marquette, only 3 miles distant, where the Government had already constructed a harbor. It is proposed to expend the available balance, together with the appropriation recommended, on repairs to the breakwater. For reference to reports on survey, see Annual Report of the Chief of Engineers for 1896, page 307. July 1, 1909, balance unexpended__ ________________-- _$741. 84 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000.00 July 1, 1910, balance unexpended_--------------------------- 2, 741. 84 (Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___ _-_--- _____------------_ _ a 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 I I 9.) 11. Harbor of refuge at Grand Marais, Mich.-Originally the entrance to this habor was obstructed by a bar having but 9 feet depth of water upon it at low water. The project for its improvement, adopted August 5, 1881, and modified December 21, 1894, has for its object a deep and safe channel into the harbor, making it a harbor of refuge. This object is to be attained by building parallel piers 500 feet apart, projecting into the lake to a depth of 22 feet, and dredging out an 18-foot channel between them, connecting the deep water of the lake with that of the harbor, and by closing up the natural entrance, aExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 755 5,770 feet in width, by a solid pile dike, driven with a slope toward the waves and strongly braced. The proposed length of each pier was 1,800 feet. .The estimated cost of the entire project was $484,000. The west pier has now reached a length of 1,912 feet, the' east pier 1,545 feet, and the pile dike is completed. This dike was built in 1895-1897 to close the natural entrance, to protect the harbor from storms, and prevent the movement of sand into the harbor. The expected formation of a sand beach along the line of the dike is partially realized, but much of the dike is still exposed to the heavy seas and to damage by ice. The amount expended on the project up to the close of the fiscal year ending June 30, 1910, not including outstanding liabilities, was $471,071.45, of which $115,186.16 was expended for maintenance. About 3,600 feet of the pile dike was repaired and strengthened between September 1, 1904, and August 6, 1906, under two contracts, at a total cost (including administration) of nearly $54,000. It is hoped that no further work than this will be necessary on the dike, but it is possible that the riprap will settle into the sand bottom by the action of waves and require additional rock. Dredging was done in May and June, 1910, for removing shoals from the entrance channel, to the amount of 49,417 yards, at 22 cents, or a contract cost of $10,871.74, which gave a depth of 23 to 25 feet over the bar in the lake approach. The remainder of the channel was not dredged, having already an available depth of 18 feet along the axis from the 1908 dredging. Repairs, to the entrance piers were made in June, 1910, at a cost of $2,940, and extensions to the sand fences west of the entrance to prevent the drifting of sand into the channel were made at a nominal cost. The foregoing operations were for maintenance of existing improvements. The usual variation of water level extends from 0 to 1 foot above low-water datum. In front of the entrance to the harbor the 22-foot curve of depth had in 1909 advanced lakeward between 500 and 600 feet since the project for improvement was adopted, and this fact will entail some additional expense for pier extension to deep water. This would require an addition of 450 feet to the west pier and 794 feet to the east pier, and would bring the total cost of these extensions up to $149,280-about $103,879 more than the original estimate. Further consideration of existing conditions leads to the conclusion that possibly the project depth of 18 feet may be as efficiently and more economically maintained by dredging alone than by further extension of the piers, hence the estimates for fiscal year ending June 30, 1912, are for maintenance only, leaving the question of extending the piers to be determined after further experience. The commerce of this port has increased from 1,910 short tons in 1887 to 1,769 arrivals and clearances, with 54,525 short tons of freight, valued at $2,539,780, in 1907. This was the maximum year for value. In 1909 there were 732 arrivals and clearances, with 36,300 short tons, valued at $1,204,249, showing a decrease of 19 per cent in freight and 8 per cent in valuation from 1908. The total commerce from 1880 to 1909, inclusive, is estimated at 1,472,090 short tons, valued at $25,561,553. The total expenditures by the Government for this harbor to date are less than 2 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. 756 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The annual expense of government operations at this harbor, con- sisting of maintenance, interest, and depreciation, is approximately $25,193. This amounts to 69 cents per ton of vessel freight for the year 1909, also to about 2 per cent of the value of this freight, and is about 39 per cent of the saving in the cost of transportation on this freight by water as compared with rail rates. (Details of these com- parisons may be seen in Table 4, Appendix II 10, of this report.) Effect of project on freight rates: Estimated saving by water trans- portation as against rail, $1.78 per ton, amounting to $64,614 for the lake commerce of 1909. With the original condition of the harbor this shipping could not have been carried on, and the above-men- tioned saving in cost of transportation is a result of the project for improvement. July 1, 1909, balance unexpended---------------------------- $16, 743. 59 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------------- 40,000.00 56, 743. 59 June 30, 1910, amount expended during fiscal year, for maintenance of improvement - - ---------- 2, 091. 72 July 1, 1910, balance unexpended 54, 651.87 July 1, 1910, outstanding liabilities_ - 300. 00 July 1, 1910, balance available- - -- - 54, 351. 87 July 1, 1910, amount covered by uncompleted contracts_ 12, 000. 00 Amount (estimated) required for completion of existing project... a 45, 401. 68 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement --------------------- 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 II 10.) 19. Removing sunken vessels or craft obstructing or endangering navigation.-The steamer Sevona, wrecked in gale of September 1-2, 1905, near Sand Island, Lake Superior, has been described in previous reports, and was partially removed under a contract prior to the last fiscal year. (Annual Report for 1909, Appendix II, p. 1940.) In July, 1909, its further removal was' accomplished by government plant and hired labor so as to give a clear depth of 14 feet over the wreck, this being as far as considered advantageous to proceed. The cost of this work was $1,500, and was paid from an allotment of same amount made by the Secretary of War. The large wooden tug Quail, which burned and sank many years ago in the entrance channel to Ontonagon Harbor, Michigan, was found by the dredging operations in June, 1909, to be an obstruction to navigation. Its removal was authorized by the Secretary of War and an allotment of $1,000 was made for its removal. The work of removal was performed in August, 1909, by government plant and hired labor, at a cost of $1,000. The removal of three other wrecks on the south shore of Lake Superior has been authorized, namely: The steamer Manhattan, G Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 757 burned and grounded October 6, 1903, off the easterly shore of Grand Island; the steamer Alex Nimick which went ashore September 21, 1907, 11 miles west of Whitefish Point, and has since been par- tially removed; and the steamer Chauncey Hurlbut which went ashore at Vermilion Point September 6, 1908. Legal notice was given by publication June 7, 1910, and requests for proposals, to be opened July 7, 1910. An allotment of $4,000, in addition to $446 now on hand for the removal of the Nimick, has been made by the Secre- tary of War for doing the work, namely, for the Manhattan, $2,000; Hurlbut, $1,000; and the Nimick, $1,000. During the year $50.86 was expended for inspection, etc., in con- nection with the wreck Nimick. (See Appendix I I 11.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 canal connecting Lake Superior and the Mississippi River by way of the St. Croix River, Minne- sota and Wisconsin.-Report dated August 30, 1909, is printed in House Document No. 304, Sixty-first Congress, second session. The improvement proposed is not considered worthy of being undertaken by the General Government at the present time. 2. Preliminary examination of harbor at Duluth, Minn., and Superior, Wiis., with a view to securing increased anchorage area in the vicinity of Superior Entry.-Report dated June 7, 1909, is printed in House Document No. 317, Sixty-first Congress, second session. It is not considered advisable for the United States to provide an increase in anchorage area near Superior Entry at the present time. 3. Preliminary examination of St. Louis River, Minnesota and Wisconsin, from the upper limit of the present project to the stone quarries near Fond du Lac.-Report dated June 15, 1909, is printed in House Document No. 320, Sixty-first Congress, second session. It is not considered advisable for the United States to extend the 20-foot channel in St. Louis River above the upper limit of the present project at this time, and the improvement of that part of the river between New Duluth and the stone quarries near Fond du Lac is also deemed unworthy of being undertaken by the General Government. 4. Preliminary examination, with plan and estimate of cost of improvement, of Ashland Harbor, Wisconsin, with a view to widen- ing the channel to 400 feet, etc.-Reports dated June 2, October 15, and December 3, 1909, respectively, are printed in House Document No. 536, Sixty-first Congress, second session. A plan for improve- ment at an estimated cost of $46,224 is presented. 5. Preliminary examination and survey of Marquette Harbor, Michigan.-Reports dated May 21 and November 13, 1909, respec- 758 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tively, are printed in House Document No. 573, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $489,000 is presented. 6. Preliminary examination and survey of Ontonagon Harbor, Michigan.-Reports dated May 27 and October 23, 1909, respectively, are printed in House Document No. 602, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $15,400 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE MILWAUKEE, WISCONSIN, DISTRICT. This district was in the charge of Maj. Charles S. Bromwell, Corps of Engineers. Division engineer, Col. W. L. Fisk, Corps of Engi- neers. General statement with reference to datum plane at all harbors on western shore of Lake Michigan.-The plane of reference or datum plane to which all depths hereinafter stated are referred is a plane 581.63 feet above mean tide at New York City, or the mean level of Lake Michigan for the years 1860-1875. 1. Manistique Harbor, Michigan.-The original depth at the mouth of the Manistique River was 8 feet. By private enterprise 3,000 linear feet of slab piers had been built and a channel dredged to a depth of 11 feet before any appropriation was made by the Government. The original project, adopted in 1880, provided for increasing the depth of the channel to 13 feet below datum for a width of 150 feet by dredging. The amount expended on this project was $3,955.05. The present project was adopted by the river and harbor act of March 3, 1905, and provided for pier construction, breakwater exten- sion, and dredging to a depth of 19 feet below datum; estimated cost, $270,000 (see Annual Report of the Chief of Engineers for 1905, p. 525). In accordance with a provision in the river and harbor act of March 2, 1907, a modification of this project was approved by the Secretary of War April 3, 1908. The modification consists mainly in swinging the inner end of the proposed west pier to the westward, thereby pro- viding a stilling basin, and in extending the east breakwater about 90 feet farther westward than at first provided; estimated cost, $338,462. Neither of the foregoing estimates includes the acquisition of land and existing structures required in connection with the proposed work, which have been transferred to the United States without expense. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $49,255.98, none of which was applied to maintenance. The expenditures during the fiscal year have been for dredging, pier removal, crib construction, and general supervision in further- ance of the existing project. About 15 per cent of the approved project has been accomplished. No practical result in the way of increased depth or width has been obtained as yet. The maximum draft that could be carried June 30, 1910, was about 15 feet. The usual mean annual variation of level of water surface is about 1 foot. RIVER AND HARBOR. IMPROVEMENTS. 759 A dam across the Manistique River, located about 1 mile from the mouth of the harbor, constitutes the head of navigation. Commercial statisticsfor 1909.-Total number of vessels, 302; ship- mnents and receipts, 258,658 short tons; approximate valuation, $6,857,312. The commerce affected by the project is forest products, iron and steel, coal, and general merchandise. Car ferries call at this harbor during the entire year. No change in the nature of the commerce has as yet resulted. It is believed that the project will have a material effect in con- trolling freight rates on bulk commodities, such as coal, forest prod- ucts, etc., both locally and for transshipment. It is proposed to expend the available balance in the construction of a portion of the west pier, extending the breakwater, and dredging, as provided by the project. It is proposed to apply the amount recommended for expenditure in fiscal year ending June 30, 1912, to the completion of the project. The additional work is necessary to make the improvement available. For references to more extended information and for report on examination and survey, see Annual Report for 1904, Part 3, page 2869. July 1, 1909, balance unexpended---------------------------- $44, 283. 15 Amount appropriated by river and harbor act approved June 25, 1910---------------- ------------------------------ 150, 000. 00 194, 283. 15 June 30, 1910, amount expended during fiscal year, for works of im- provement----------------------------------------_ -- 41, 494. 18 July 1, 1910, balance unexpended---------------------------- 152, 788. 97 Amount (estimated) required for completion of existing project___ a 138, 462. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ a 138, 462. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix J J 1.) 0. Gladstone Harbor, Michigan.-The harbor of Gladstone is a natural one, and the main channel is from 24 to 42 feet in depth. The portion of this harbor under improvement was obstructed by shoals. The original project, which is the existing project, was adopted by act of March 3, 1905, and provides for dredging to a depth of 21 feet below datum of so much of the harbor as lies outside of a line drawn perpendicular to the axis of the ore dock through its outer end. Estimated cost, $14,000. The amount expended on the work up to the close of the fiscal year ending June 30, 1910, was $7,527.76, of which $247.17 was applied to maintenance. There have been no operations or expenditures during the fiscal year. The approved project was completed in 1905; since-then the ex- penditures have been for maintenance. a Exclusive of the balance unexpended July 1, 1910. 760 REPORT OF THE CHIEF ,OF ENGINEERS, U. S. ARMY. The maximum draft which could be carried June 30, 1910, was about 21 feet. The usual mean annual variation of level of water surface is about 1 foot. Commercial statistics for 1909: Total number of vessels, 237; shipments and receipts, 469,981 short tons; approximate valuation, $22,909,550. The commerce affected by the project is mostly coal, grain, flour, and general merchandise, and is general in character. A large volume of commerce is affected by the project. It is believed that the project has a material effect in controlling freight rates on bulk commodities, such as coal, grain, and ore, both locally and for transshipment. For report on examination and survey, see Annual Report for 1904, Part 3, page 2861. July 1, 1909, balance unexpended______ _________________ $6, 472. 24 July 1, 1910, balance -unexpended-------------------------------6,472.24 (See Appendix J J 2.) 3. Menominee Harbor and River, Michigan and Wisconsin.-Prior to act of Jpne 13, 1902., the harbor and river constituted two works. By this act they were consolidated. (a) Harbor.-Originaldepth of channel, about 5 feet; width, 200 feet. The original project, adopted in 1871, provided for two par- allel piers, 400 feet apart, extending to the 16-foot contour in Green Bay, and for a channel 15 feet deep between them, modified as fol- lows: 1874, extending piers to 17-foot contour; 1890, increasing depth to 17 feet; 1899, increasing depth to 20 feet. Amount expended on original and modified projects, $234,344.77. (b) River.-Original navigable depth, 5 feet. The original proj- ect, adopted in 1890, provided for a channel 200 feet wide and 17 feet deep, modified as follows: 1892, width at upper end reduced to 100 feet; 1896, formation of a turning basin 250 feet wide, 600 feet long, 17 feet deep at upper end of channel, and extending channel 425 feet for a width of 75 feet. Amount expended on original and modified projects, $114,414.15. (c) Harbor and river.-The existing project, adopted by act of Congress approved June 13, 1902, provides for increasing the depth to 20 feet, at an estimated cost of $60,000. Under a provision of the act of March 3, 1905, the existing project was modified by omitting therefrom the improvement of all that portion of the Menominee River above and to the westward of Ogden Street Bridge. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $59,046.75, of which amount $20,795,06 was applied to maintenance. Of this amount $3,514.17 was derived from miscellaneous sources. The expenditures during the fiscal year have been for restoration of channel, for taking soundings, repairs and purchase of plant, and for general supervision. The existing project, as modified, was completed in 1903. Since then the expenditures have been for maintenance. The maximum draft that could be carried June 30, 1910, over the shoalest part of the locality under improvement was about 19 feet. The mean annual variation of level water surface is about 1 foot. The Menominee River is navigable for a distance of about 2 miles from its mouth. RIVER AND HARBOR IMPROVEMENTS. 761 Commercial statistics for 1909.-Menominee, Mich., and Marinette, Wis. Total number of vessels, 807; shipments and receipts, 319,850 short tons; approximate valuation, $5,148,770. It is believed that the project has a material effect in controlling freight rates on bulk commodities, such as coal, grain, and lumber, both locally and for transshipment. It is proposed to apply the amount on hand in repairs of piers and dredging for restoration of channel. For references to more extended information, maps, and reports on examinations and surveys, see Annual Report for 1904, page 519, and 1908, page 669. July 1, 1909, balance unexpended______________________________ $7, 899. 73 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 17, 899. 73 June 30, 1910, amount expended during fiscal year, for maintenance of improvemet ----------------------------------------- 3, 771. 23 July 1, 1910, balance unexpended_______________________ _____ 14, 128. 50 July 1, 1910, outstanding liabilities ___________________________ 250. 00 July 1, 1910, balance available__ __________________- ___ 13, 878. 50 (See Appendix J J 3.) 4. Oconto Harbor, Wisconsin.-The original depth at the mouth of the river, about 3 feet, was increased by private enterprise to 4 feet before work was begun by the United States. The original project, adopted in 1882, provided for extending the parallel slab piers built by the city of Oconto to the 11-foot contour in Green Bay, and for a channel 100 feet wide and 9 feet deep extending up the Oconto River a distance of about 2 miles, at an estimated cost of $150,000; modified in 1897 by abandoning the upper 3,800 feet of the channel; estimated cost of modified project, $115,610. The amount expended on this project is $92,730.65. The existing project, adopted by the river and harbor act of June 25, 1910, provides for a channel 16 feet deep and 100 feet wide be- tween the present piers, and for an extension beyond the present piers of the same depth, with a minimum width of about 150 feet to about the 18-foot contour. The dredging to be continued at the same depth inside the shore line for a distance up the river of about 800 feet, forming a turning basin in accordance with plan printed in House Document No. 538, Sixty-first Congress, second session. Es- timated cost, $75,000. The act, in adopting the project, provided that it shall be subject to certain conditions relative to cooperation on the part of local interests. Stated briefly, these conditions are: That the city of Oconto shall donate or cause to be donated to the United States all necessary land; that the city and county of Oconto shall raise the sum of $25,000 for construction of revetments, etc.; that the city of Oconto shall give assurances satisfactory to the Secretary of War that it will build a suitable wharf, warehouse, and rail or high- way connection between the city and the harbor; that it will forever maintain the ownership of said wharf, warehouse, etc., and that the same may always be open to the public under reasonable regulations as regards wharfage and warehouse fees; and that it will maintain a depth in all channels dredged by the United States for a period of five years. 762 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There have been no operations or expenditures during the fiscal year. No work has as yet been done under the approved project. The maximum draft that could be carried June 30, 1910, was about 5.5 feet. The mean annual variation in level of water surface is about 1 foot. The Oconto River has a navigable depth of about 3 feet for a distance of about 2 miles from its mouth. There is no commerce at the present time by way of the harbor. It is believed that the project will have a material effect in con- trolling freight rates on bulk commodities, such as lumber, coal, and grain, both locally and for transshipment. For references to more extended information, maps, and reports on examinations and surveys, see Annual Reports for 1904, page 520, and 1906, page 599, House Document No. 538, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------- $75, 000. 00 July 1, 1910, balance unexpended ------------------------- 75, 000. 00 (See Appendix J J 4.) 5. Green Bay Harbor, Wisconsin.-This work consists of two im- proved channels-first, from the mouth of Fox River northerly to the 21-foot contour in Green Bay; second, Fox River below Depere to the southerly limits of the city of Green Bay. The intervening pool in Fox River, connecting these channels, has a natural depth of from 25 to 40 feet and requires no improvement. The outer channel was originally circuitous and narrow, with an available depth of 11 feet. The original navigable depth of the inner channel was also 11 feet. The original project for outer channel, adopted in 1866, provided for dredging a channel 200 feet wide, 13 feet deep, and 8,800 feet long, and for revetting about 650 feet of same at Grassy Island, mod- ified as follows: 1872, straightening channel and increasing depth to 14 feet; 1874, depth 15 feet, length 11,600 feet; 1892, depth 17 feet, length 16,500 feet; 1897, increasing width at entrance to 500 feet. The original project for inner channel, adopted in 1892, provided for dredging a channel 150 feet wide and 13 feet deep, modified as follows: 1896, increasing depth to 17 feet. These channels were completed by the expenditure of $405,945.18. The existing project, adopted by Congress by act approved June 13, 1902, provides for increasing the depth of the outer channel to 20 feet, at an estimated cost of $105,600. It also provides for main- tenance of existing works. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $133,585.49, of which amount $31,245.77 was applied to maintenance. The expenditures during the fiscal year have been for dredging for restoration of both outer and inner channels, for taking soundings, and for general supervision. The approved project was completed in 1903. Since then all ex- penditures have been for maintenance. The maximum draft that could be carried June 30, 1910, was about 19 feet in the outer channel and 15 feet in the inner channel. The mean annual variation in level of water surface is about 1 foot. Con- necting with the upper end of the inner channel at Depere, Wis., Fox RIVER AND HARBOR IMPROVEMENTS. 763 River is navigable by canals and slack-water navigation to Portage, Wis., a distance of 156 miles. Commercial statistics for 1909.-Total number of vessels, 1,004; shipments and receipts, 686,313 short tons; approximate valuation, $4,584,890. The commerce of Green Bay is large and of a general character. It is believed that the project has a material effect in controlling freight rates on bulk commodities, such as coal, grain, and lumber, both locally and for transshipment. It is proposed. to apply the amount on hand to maintenance of channels and existing works. For references to more extended information, maps, and reports on examinations and surveys, see Annual Report for 1904, page 521. July 1, 1909, balance unexpended_____________________________ $9, 909. 94 Amount allotted April 12, 1910, from emergencies in river and harbor works, act of March- 3, 1909--------------------------------9, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910_ 20, 000.00 38, 909.94 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 8, 309. 72 July 1, 1910, balance unexpended ----------------------------- 30, 600. 22 July 1, 1910, amount covered by uncompleted contracts ------------ 10, 600. 22 (See Appendix J J 5.) 6. Depere Harbor, Wisconsin..-The harbor of Depere is at the head of deep water navigation on the Fox River. In its original con- dition, which is the present condition, it was impossible for vessels over 250 feet in length to turn, the natural channel having a minimum depth of about 14 feet for a width of about 250 feet. The original project, which is the existing project, adopted by the river and harbor act of June 25, 1910, provides for a turning basin having a depth of 17 feet and of sufficient area to permit of vessels not exceeding 350 feet in length to readily turn at all times without the assistance of a tug, in accordance with report and plan printed in House Document No. 522, Sixty-first Congress, second session. Esti- mated cost, $11,500. There have been no operations or expenditures during the fiscal year. The maximum draft that could be carried June 30, 1910, was about 15 feet. The mean annual variation in level of water surface is about 1 foot. Commercial statisticsfor 1909.-Total number of vessels, 110; ship- ments and receipts, 28,458 short tons; approximate valuation, $332,743. It is believed that the project will have a material effect in con- trolling freight rates. For references to more extended information, maps and reports, examinations and surveys, see House Document No. 522, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ------- --------------------------------------------- $11, 500. 00 July 1, 1910, balance unexpended------- ---------------------- 11, 500. 00 (See Appendix J J 6.) 764 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Sturgeon Bay and Lake Michigan Ship Canal, Wisconsin, and harbor of refuge connected therewith.-Priorto act of June 13, 1902, the canal and harbor constituted two works. By this act they were consolidated. (a) Canal.-In its natural condition Lake Michigan was separated from Sturgeon Bay, an arm of Green Bay, by a neck of land about 1J miles wide, having a maximum elevation above the lake level of about 28 feet. The Sturgeon Bay and Lake Michigan Ship Canal and Har- bor Company, from 1872 to 1881, constructed across this neck a canal, without locks or gates, 7,200 feet long, 100 feet wide at water surface, and 14 feet deep, and in continuation of the canal dredged a channel in Sturgeon Bay 6,100 feet long, of about same dimensions as the canal. Of the 14,000 linear feet of canal banks, 8,437 feet was pro- vided with pile revetments. The United States assumed possession of the canal April 25, 1893. The original project, adopted in 1894, provided for building 6,000 linear feet of revetment, width between new revetments to be 160 feet, for building 2,000 linear feet of fender piling, and for a channel 15 feet deep, modified as follows: 1896, provided for a width of 250 feet between revetments for the westerly 1,000 feet of the canal, and for increasing width between revetments, whenever rebuilt, to 160 feet. The original project as modified was completed during the fiscal year ending June 30, 1903. (b) Harbor.-Before the construction of this harbor was under- taken the Lake Michigan entrance to the Sturgeon Bay and Lake Michigan Ship Canal was entirely unprotected from storms from northeast to southwest. The original project, adopted in 1873, provided for the construc- tion of converging piers 850 feet apart at the shore line, and 250 feet apart at outer end, inclosing an area of about 10 acres, which was to be dredged to the requirements of navigation at that time, modified as follows: 1879, provided for sheet piling the pile piers; 1880, pro- vided for extending each pier 150 feet by detached cribs, thereby increasing width of entrance to 335 feet, and dredging to a depth of 17 feet. The original project as modified was completed in 1884. The amount expended on the foregoing projects is $354,119.26. (c) Canal and harbor.-The existing project, adopted by act of Congress approved June 13, 1902, provides for maintenance and for increasing the depth of channel to 21 feet from Lake Michigan to Sturgeon Bay; estimated cost, $222,000. The river and harbor act approved March 2, 1907, authorized dredging in the vicinity of Hills Point. The amount expended on existing project up to the close of the fiscal year ending June 30, 1910, is $255,332.73, of which $19,115.28 was applied to maintenance. Of this amount $12,129.40 was derived from miscellaneous sources. The expenditures during the fiscal year have been for dredging in the vicinity of Hills Point. The approved project was completed in 1909. Attention is invited to the remarks by the local officer in regard to the desirability of providing a turning basin at the westerly end of the canal proper. In view of the balance available and not required for other work, it might be practicable to do this work with the funds on hand if authority therefor were given by Congress. RIVER AND HARBOR IMPROVEMENTS. 765 The maximum draft that could be carried June 30, 1910, between Lake Michigan and Green ,Bay was about 20 feet. Mean annual variation in level of water surface is about 1 foot. As a result of the expenditures the largest vessels can now pass between Lake Michigan and Green Bay. Commercial statistics for 1909.-Number of vessels passing through canal, 2,327; tonnage, 741,712 short tons. Approximate valuation $17,926,984.90. It is believed that the project has a material effect in controlling freight rates on bulk commodities, such as coal, grain, and lumber. It is impracticable to estimate the amount of reduction in rates thereby effected. For references to more extended information, maps, and reports on examinations and surveys, see Annual Report for 1904, page 523. July 1, 1909, balance unexpended---------------------------- $31, 159. 19 June 30, 1910, amount expended during fiscal year, for works of improvement----- --------- --------------------------- 1, 148. 78 July 1, 1910, balance unexpended-----------------------------30, 010. 41 (See Appendix J J 7.) 8. Operating and care of Sturgeon Bay and Lake Michigan Ship Canal, Wisconsin.-Under an allotment from the indefinite appro- priation of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909, for operating and care of canals and other works of navigation, there was expended during the fiscal year ending June 30, 1910, $24,738.13. The amount expended to June 30, 1910, is $323,471.19, including $1,545.91 miscellaneous receipts. The operations during the fiscal year consisted in dredging for maintenance of channel, making necessary repairs to revetments, and to the buildings and plant pertaining to the canal, and in operating and caring for the canal in accordance with the approved project. Navigation through the canal opened April 4, 1909, closed by ice December 22, 1909, and resumed April 4, 1910. For commercial statistics, see report upon improvement of Stur- geon Bay and Lake Michigan Ship Canal and harbor of refuge con- nected therewith. (See Appendix J J 8.) 9. Algoma Harbor Wisconsin.-Previous to the improvement of this harbor the depth of water at the mouth of the Ahnapee (or Wolf) River was only 3 feet and the present harbor was not available for purposes of commerce. The original project adopted in 1875 provided for the formation of a small artificial harbor, connected with the lake by a channel 100 feet wide and 13 feet deep, by pier construction, dredging, and rock removal, modified as follows: 1884, width of entrance increased to 200 feet by offset in each pier, main and detached piers to be con- nected by guide piling; March 3, 1899, provided for extending the 13-foot channel, for a width of 50 feet, a distance of 800 feet by rock removal and dredging, at an estimated cost of $19,266. The amount expended on this project and its modifications to June 30, 1908, is $201,681.46, of which $8,687.96 was for maintenance. 766 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project, adopted by Congress by act approved March 2, 1907, provides for the construction of an outer harbor with a depth of 16 feet of water; estimated cost, $140,000, all of which has been .appropriated. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $113,377.99, of which $12,538.54 was applied to maintenance. The expenditures during the fiscal year have been for riprapping caisson breakwater and making repairs to same where damaged by ice, for repairs of plant, and for general supervision. The existing project has been completed. A small outer harbor with a depth of 16 feet and an area sufficient to permit of turning a vessel has been provided. It is understood that steamers now call at Algoma regularly. The maximum draft that could be carried June 30, 1910, was about 15 feet. The mean annual variation of water surface is about 1 foot. Ahnapee River is navigable for a distance of about 2 miles from its mouth for crafts drawing 4 feet, but there are no vessels plying on it. Commercial statistics for 1909.-No record kept of arrivals and de- partures of vessels; shipments and receipts, 14,824 short tons; ap- proximate valuation, $1,294,890. The commerce benefited is local. It is believed that the project is having an excellent effect in controlling freight rates, but the present harbor has not been available for a sufficient length of time to esti- mate the amount of reduction in rates thereby effected. For reference to more extended information, maps, and report on examination and survey, see Annual Report for 1904, page 524. July 1, 1909, balance unexpended ------------------------------ _____________ $42, 732.09 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------- 8, 469.99 July 1, 1910, balance unexpended---- ------------------- _ _ 34, 262. 10 (See Appendix J J 9.) 10. Kewaunee Harbor, Wisconsin.-The original entrance to the Kewaunee River was not more than 20 feet wide, with a depth of about 3 feet at its shoalest point, and was obstructed by submerged bowlders. The present harbor was therefore not available for pur- poses of commerce. The original project for its improvement adopted in 1881 pro- vided for an artificial entrance channel 15 feet deep, located about 2,000 feet south of the river mouth, protected by two parallel piers 200 feet apart, and extending from the shore to the 19-foot contour in the lake. The amount expended up to June 30, 1910, was $178,438.57, of which amount $28,438.58 was for maintenance. Of this amount, $491.69 was derived from miscellaneous sources. The existing project, adopted by the river and harbor act of June 25, 1910, provides for increasing the depth in entrance channel to 20 feet and for a turning basin of the same depth, to be formed by cut- ting away part of the point included between the old and present river channels, in accordance with the plan printed in House Docu- ment No. 324, Sixtieth Congress, first session, subject to the follow- ing conditions: RIVER AND HARBOR IMPROVEMENTS. 767 First. The city of Kewaunee to donate or cause to be donated to the United States all land that must be acquired for the formation of the turning basin. Second. The city of Kewaunee to hold the United States free from liability for all damages that may be claimed by riparian owners as a result of the dredging herein proposed. Third. The city of Kewaunee to give satisfactory assurance that it will cause to be constructed, as soon as dredging has progressed sufficiently, a suitable revetment across the point between the old and present river channels. Estimated cost, $53,690. There have been no expenditures, and no work has been done under the present project. The expenditures during the fiscal year have been for dredging for restoration of channel under the original project, for repairs of plant, and for general supervision. The original project was completed in 1898 at a cost of about $150,000; since then all expenditures have been for maintenance. The maximum draft that could be carried June 30, 1910, was about 15. feet. The mean annual variation in level of water surface is about 1 foot. Connecting with the westerly end of the improved channel Ke- waunee River has a navigable depth of 4 feet for a distance of about 6 miles, but there is no regular commerce on the river. Commercial statistics for 1909.-Total number of vessels, 427; ship- ments and receipts, 177,871 short tons; approximate valuation, $6,852,250. The project has a material effect in controlling freight rates, as the car-ferry steamers form a lake-and-rail route between eastern and western points. It is impracticable to estimate the amount of reduc- tion in rates thereby effected. It is proposed to expend the amount recommended for expenditure in fiscal year ending June 30, 1912, in repairs to piers. For references to more extended information, maps, and reports on examination and survey, see Annual Reports for 1904, page 525; 1908, page 670; and House Document No. 324, Sixtieth Congress, first session. July i, 1909, balance unexpended__---------------------------- $7, 176. 52 Miscellaneous receipts__ _______________________------ 28. 83 Amount appropriated by river and harbor act approved June 25, 1910-- ------------------------------------------------- 60, 000. 00 67, 205. 35 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ________--.-- ----------- 2, 352. 23 July 1, 1910, balance unexpended __________--------_ 64, 853. 12 July 1, 1910, outstanding liabilities ----------------------------- 927. 05 July 1, 1910, balance available _________------- ---------- 63, 926. 07 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement______ a 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 J J 10.) a Exclusive of the balance unexpended July 1, 1910. 768 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. Two Rivers Harbor, TVisconsin.-The original depth of the entrance to Twin rivers was from 3 to 4 feet and the present harbor was not available for purposes of commerce. The original project, adopted March 3, 1871, provided for the for- mation of a channel of navigable width and 13 feet deep, connecting Twin rivers with Lake Michigan by building parpllel piers extending to the 19-foot contour and dredging between them, at an estimated cost of $265,588.80, modified in 1897 by terminating the piers at the 14-foot contour. The total amount expended on original and modified project was $247,613.35. The existing project, adopted March 2, 1907, is a modification of plan "A," printed in House Document No. 730, Fifty-ninth Con- gress, first session, and provides for increasing the depth of channel to 16 feet and for the construction of a stilling basin on the north side of harbor. The sum of $90,000 was appropriated for the purpose. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, was $79,322.47, of which $25,763.07 was applied to maintenance. The expenditures during the fiscal year have been for dredging in channel and stilling basin, for minor repairs to piers, repairs of plant, and for general supervision. The existing project has been completed. The maximum draft that could be carried June 30, 1910, was about 15 feet. The mean annual variation in level of water surface is about 1 foot. East and West Twin rivers have a navigable depth of 7 feet for a distance of about 3 miles and 7 miles, respectively, from the harbor piers. There is no regular commerce on these rivers. For many years they have been used by rowboats and for floating saw logs. Commercial statistics for 1909.-Total number of vessels, 39; ship- ments and receipts, 23,189 short tons; approximate valuation, $155,540. The commerce of this harbor is small in volume and of a local character. It is believed that the project has a considerable effect in controlling freight rates not only on coal for local consumption brought in by way of the harbor, but also affording Two Rivers the rail rates accorded places at which water competition exists. The amount on hand will be applied to dredging for maintenance of channel. For references to more extended information, maps, and reports on examinations and surveys, see Annual Reports for 1904, page 526, and for 1906, pages 599 and 645. July 1, 1909, balance unexpended-------------------------------$28, 529. 30 Amount appropriated by river and harbor act approved June 25, 1910-------------------------------------------------------- 5, 000.00 $33, 529. 30 June 30, 1910, amount expended during fiscal year: For works of improvement-----------------$11, 981.88 For maintenance of improvement--------------- 4, 383. 24 16, 365.12 July 1, 1910, balance unexpended--_ _--- --- - 17, 164. 18 (See Appendix J J 11.) RIVER AND HARBOR IMPROVEMENTS. 769 12. Manitowoc Harbor, Wisconsin.-The original depth of water at the mouth of the Manitowoc River was about 4 feet at the shoalest point, and the existing harbor was not available for purposes of com- merce. The original project, adopted in 1854, provided for building par- allel piers 220 feet apart and dredging between them to obtain a channel 12 feet in depth connecting Manitowoc River with Lake Michigan, modified as follows: 1881, provided for extending piers to 194-foot contour and increasing depth to 19 feet at entrance and 15 feet at the shore line; 1890, provided for an exterior breakwater 400 feet long, 24 feet wide; 1896, provided for increasing depth of chan- nel to 20 feet and extending south pier 500 feet; 1902, provided for extending the breakwater 400 feet. The original project as sub- sequently modified was completed in 1903. The total amount ex- pended thereon, including maintenance up to the time of adoption of present projects, is $454,666.79. The existing project, adopted by Congress March 2, 1907, provides for maintenance of 20-foot channel and for the reconstruction of the harbor by the removal of outer 500 feet of existing breakwater and nearly all of the old parallel piers and by construction of new break- waters and piers in accordance with report submitted in House Docu- ment No. 62, Fifty-ninth Congress, first session, as modified by the Board of Engineers for Rivers and Harbors; estimated cost, $376,000. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1910, was $437,683.55, of which $203,435.07 was for maintenance. The expenditures during the fiscal year have been for breakwater construction, for dredging, for repairs of plant, and for general super- vision. The work has been done under continuing-contract appropriations, and the balance of the authorization to be appropriated is $5,500. The existing project is completed with the exception of building superstructure on concrete caisson breakwater. The balance avail- able is sufficient for completion of the project. The full project depth has been obtained throughout the harbor, and greatly increased protection has been afforded to the entrance to the river. The maximum draft that could be carried June 30, 1910, was about 191 feet. The usual mean annual variation of level of water surface is about 1 foot. Connecting with the western end of the government improvement, Manitowoc River is navigable for a distance of about 1.8 miles. Commercial statistics for 1909.-Total number of vessels, $1,668; shipments and receipts, 1,329,710 short tons; approximate valuation, $49,699,000. The commerce is very large in volume and of a general character. Two lines of car-ferry steamers call at this harbor daily throughout the entire year. The project has a material effect in controlling freight rates, as the car-ferry steamers form lake and rail routes between eastern and western points. For'references to more extended information, maps, and reports on examinations and surveys, see Annual Reports for 1904, page 526, and 1906, page 645. 56932 0 -EN 1910----149 770 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended------------------------------ $77, 499. 89 Amount appropriated by river and harbor act approved June 25, 1910 - - -- __ 17, 500. 00 94, 999. 89 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 40, 537. 51 July 1, 1910, balance unexpended _____ __--________- ____ 54, 462. 38 July 1, 1910, outstanding liabilities ------------------------------- 1, 566. 10 July 1, 1910, balance available---------------------------------- 52, 896. 28 (See Appendix J J 12). 13. Sheboygan Harbor, TVisconsin.-The depth of water over the bar at the mouth of the Sheboygan River originally did not exceed 7 feet, and the present harbor was not available for purposes of com- merce. The original project, adopted in 1866, provided for extending the piers built by the city and county of Sheboygan to the 13-foot con- tour and dredging between them to a depth of 13 feet; modified as follows: 1873, for a deeper channel and pier extension; 1881, for ex- tending piers to 21-foot contour and a depth of 19 feet at entrance, diminishing to 15 feet at shore line; 1894, for increasing width be- tween piers and for a channel 19 feet deep; 1899, for a breakwater 700 feet long; 1902, for extending both piers and increasing depth of channel to 21 feet. The original project as modified was completed in 1904 with the exception of 100 feet of breakwater. The total amount expended thereon, including maintenance, up to the time of adoption of present project, is $575,099.44. The existing project, adopted by Congress March 2, 1907, provides for maintenance of 21-foot channel and works incident thereto, for extension of north breakwater, for a south breakwater, and for subse- quent necessary extensions to each breakwater in general accordance with type plan as set forth in report submitted in House Document No. 62, Fifty-ninth Congress, first session. An estimate of the cost of a part of this project, amounting to $362,000 is published in Annual Report for 1909, page 1967. In River and Harbor Committee Document No. 3, Fifty-ninth Congress, sec- ond session, the Board of Engineers for Rivers and Harbors stated that it was the belief of the board that the proposed plan " should be held in abeyance until the completion of the proposed improve- ments at Ludington and Manitowoc, and that the adoption of a new plan for the improvement of any of these other harbors " (including Sheboygan) " should be postponed until the efficiency of the work at these two harbors is demonstrated." It is believed that the efficiency of the work has been fully demonstrated at Manitowoc. It is fur- ther believed that the work of improvement should in the immediate future be confined to extending the north breakwater shoreward, as recommended by the district officer. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1910, was $48,148.05, of which $19,257.74 was for maintenance. The expenditures during the fiscal year have been for dredging for restoration of channel, for minor repairs to breakwater, for repairs of plant, and for general supervision. RIVER AND HARBOR IMPROVEMENTS. 771 It is estimated that not more than 5 per cent of the approved proj- ect has been completed up to June 30, 1910. No result in the way of increased depth or width has been obtained, but the extension to the breakwater has somewhat diminished the disturbances in the harbor during storms. The maximum draft that could be carried June 30, 1910, was about 19 feet. The usual mean annual variation of level of water surface is about 1 foot. Connecting with the westerly end of the government improvement, Sheboygan River is navigable for a distance of 1 miles. Commercial statistics for 1909.-Total number of vessels, 1,232; shipments and receipts, 519,655 short tons; approximate valuation, $7,661,250. The decrease in imports is due principally to the destruction by fire of extensive coal docks at this port in fall of 1909. The commerce of Sheboygan is quite large and of a general char- acter. It is believed that the project has a material effect in con- trolling freight rates not only on coal and other bulk commodities, both local and for transshipment, but also in affording to Sheboygan the rail rates accorded places at which water competition exists. It is proposed to apply the amount on hand in repairs of piers and breakwater, and in dredging for maintenance of channel. The pro- posed work is necessary for maintenance of the harbor. For references to more extended information, maps, and reports on examinations and surveys, see Annual Reports for 1904, page 527, 1906, page 645, and River and Harbor Committee Document No. 3, Fifty-ninth Congress, second session. ------------------------------ $13,385.07 July 1, 1909, balance unexpended______ Amount appropriated by river and harbor act approved June 25, 1910------------------ ------------- ----------- 32, 500. 00 45, 885. O7 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 4, 813. 10 July 1, 1910, balance unexpended------------ ------------------ 41, 071. 97 July 1, 1910, outstanding liabilities-------------------------------- 500. 00 July 1, 1910, balance available-------------------------------- 40, 571. 97 (See Appendix J J 13.) 14. Port Washington Harbor, Wisconsin.-The natural channel at the mouth of the Sauk River was narrow, and at the shoalest point had a depth of 1 foot. The present harbor was not available for purposes of commerce. The original project, adopted in 1869, provided for a channel be- tween parallel piers, 150 feet apart, extending from the shore to the 11-foot contour, and for a basin 600 feet long by 200 feet wide, inside the shore line, modified as follows: June 7, 1877, extending piers to 15-foot contour and a second basin to the northward and nearly at right angles to the first basin, the depth in channel and basins to be 13 feet. The original project, as modified, was completed in 1895, at a cost of $188,563.33. Since then all expenditures have been for maintenance. The amount expended up to June 30, 1910, was $203,- 686.79, of which $15,123.46 was for maintenance. Of this amount $68.25 was derived from miscellaneous sources, 772 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The ,existing project, adopted by the river and harbor act of June 25, 1910, provides for increasing the depth in channel and basins to 18 feet below datum, in accordance with plan printed in House Doc- ument No. 306, Sixty-first Congress, second session. Estimated cost, $30.000.. Estimated cost of dredging for maintenance, $2,500 an- nually. There have been no expenditures or work done under the existing project. The expenditures during the fiscal year have been for maintenance of channel and for general supervision. The maximum draft that could be carried June 30, 1910, was about 12 feet. The usual mean annual variation of levels of water surface ;s about 1 foot. Comimercial statistics for 1909.-Total number of vessels, 14; re- ceipts. 5,988 short tons; approximate valuation, $22,200. The commerce benefited is small in volume and of a local char- acter. It is believed that the project has a considerable effect in controlling freight rates, not only in coal for local consumption brought in by way of the harbor, but also in affording Port Wash- ington the rail rates accorded places where water competition exists. For references to more extended information and for reports on examinations and surveys see Annual Report for 1904, pages 528 and 2899, and House Document No. 306, Sixty-first Congress, second session. July 1, 1909, balance unexpended_ ----------- $6, 066. 96 Amount appropriated by river and harbor act approved June 25, 1910 . --- - .-- 30,000. 00 36, 066. 96 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------...--------------------------------------- 785. 50 July 1, 1910, balance unexpended._-------- ---- ______ 35, 281.46 July 1, 1910, outstanding liabilities--------------------------------- 237. 29 July 1, 1910, balance available---------------------------------- 35, 044. 17 (See Appendix J J 14.) 15. Milwaukee Harbor, Wisconsin, including harbor of refuge.- Milwaukee Harbor and the harbor of refuge, which were originally separate works, were consolidated by the act of June 13, 1902. The original depth of water at the mouth of the Milwaukee River was not more than 4 feet, and the present harbor was not available for purposes of commerce. The original project for the improvement of Milwaukee Harbor was adopted in 1845-46, and provided for dredging the original river mouth and protecting the entrance by parallel piers, modified as follows: 1852, provided for the formation of a channel 260 feet wide and 13 feet deep, located 3,000 feet to the northward of original mouth of the Milwaukee River, by dredging across the overlapping point and protecting the channel by parallel piers, each 1,120 feet long; 1868, provided for extending each pier 600 feet; 1899, pro- vided for deepening the channel to 21 feet; 1902, provided for con- crete superstructure on 1,050 feet of the north pier; 1905, provided for completing concrete, superstructure on north pier, a distance of 600 feet, RIVER AND HARBOR IMPROVEMENTS. 773 The original project for the harbor of refuge was adopted in 1881 and provided for a breakwater 7,650 feet long, including an opening therein of 400 feet; the acts of 1902 and 1905 provided for concrete superstructure on 3,450 feet of the northern end of the breakwater. These original projects as modified were completed in 1906. The total amount expended thereon, including maintenance up to the time of adoption of the present project, is $1,739,040.88. The act approved March *2, 1907, provides for maintenance of 21-foot channel, rebuilding south pier, building 3,800 feet of concrete superstructure on breakwater, and modifies the project by providing for an extension of the breakwater 1,000 feet. Estimated cost, $592,000. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1910, was $515,023.78, of which $409,174.80 was for maintenance. Of this amount $164.75 was derived from miscellaneous sources. The expenditures during the fiscal year have been for breakwater extension, for concrete superstructure on breakwater, for rebuilding south pier, for repairs of plant, and for general supervision. The breakwater extension is completed and the new south pier is about 75 per cent completed. The work is in progress under continuing-contract appropriation, authorizing an expenditure of $592,000, all of which has been appro- priated. The approved project is practically completed, with the exception of the south pier, which will be completed during the season of 1910. The maximum draft that could be carried June 30, 1910, was 21 feet. The mean annual variation of level of water surface is about 1 foot. Commercial statistics for 1909.-Total number of vessels, 5,523; shipments and receipts, 5,737,472 short tons; approximate valuation, $54,344,305. Milwaukee stands among the leading lake ports in the extent and value of its water-borne commerce. About 4,000,000 tons of coal was brought to Milwaukee in 1909, to be locally consumed or distributed to points in the interior. By means of car ferries, which ply both winter and summer, Mil- waukee is connected with several railway systems terminating on the east shore of Lake Michigan. By reason of its excellent harbor the manufacturers and distrib- uters of Milwaukee enjoy superior shipping facilities and low freight rates, especially to and from eastern points. Many bulky articles, such as coal, salt, sugar, etc., are transshipped from water to rail at Milwaukee. The favorable effect of the harbor upon commerce is widespread throughout several States lying to the westward. For references to more extended information and for reports on examinations and surveys, see Annual Report of the Chief of Engi- neers for 1904, pages 529 and 530, and House Document No. 667, Sixty-first Congress, second session. 774 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended----------------$188, 443. 78 Miscellaneous receipts------------------------------------------ 164. 75 188, 608. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------- 6______ 66, 799.24 July 1, 1910, balance unexpended-------------------------------121, 809. 29 July 1, 1910, outstanding liabilities------------------------------ 1, 000. 00 July 1, 1910, balance available--------------------------------120, 809. 29 July 1, 1910, amount covered by uncompleted contracts ---------- 88, 960. 77 (See Appendix J J 15.) 16. Milwaukee (inner) Harbor, Visconsin.--The original condition of the rivers comprised in the inner harbor of Milwaukee is not defi- nitely known. These rivers have been dredged, and a depth of about 21 feet below datum maintained therein, by the city of Milwaukee. The original project, which is the existing project, was adopted by act of March 3, 1905, and provides for improving Menominee, Mil- waukee, and Kinnickinnick rivers, which constitute the inner harbor of Milwaukee. This project provides for the excavation of four turning basins-one in the Menominee and three in the Kinnickin- nick; the excavation of a channel 100 feet wide from the turning basin in Menominee River to its mouth and 150 feet wide thence to the harbor entrance; the excavation of a channel 100 to 150 feet wide from the mouth of the Kinnickinnick to the uppermost turning basin in that river, all channels to be 21 feet deep. The estimated cost of this improvement is $318,581. The act in adopting the proj- ect provided that no part of the appropriation therefor should be expended unless the Secretary of War shall have satisfactory assur- ance that the city of Milwaukee will comply with certain conditions. Stated briefly, the city must donate the land for the turning basins, must revet channels and basins wherever necessary, and must main- tain the improvement after its completion. By act approved June 30, 1906, Congress authorized the Secretary of War, in his discretion, to modify this project by omitting the turn- ing basin at the head of navigation in the Kinnickinnick River. By act approved May 28, 1908, Congress authorized the Secretary of War, in his discretion, to enter into a contract or contracts for the improvement of the Kirnickinnick River, as soon as the city of Mil- waukee shall have complied with the foregoing conditions, so far as they, apply to the Kinnickinnick River, or any part thereof. By the river and harbor act approved June 25, 1910, Congress authorized the diversion of balances remaining of amounts heretofore appropriated and authorized for purpose of widening channels along Jones Island and for derdging at certain points in the Menominee River so as to make said river more available for purposes of com- merce; provided that said diversion shall not be made until the Secre- tary of War is satisfied that the conditions redommended as precedent thereto have been complied with by the city of Milwaukee, in accord- ance with plan printed in House Document No. 667, Sixty-first Con- gress, second session. There has been no expenditure under the existing project, no as- surance having yet been offered that the city of Milwaukee will fulfill all the conditions above mentioned. RIVER AND HARBOR IMPROVEMENTS. .775 The work is to be done under continuing-contract appropriations, and the balance of the authorization to be appropriated is $218,581. No portion of the approved project has been accomplished up to June 30, 1910. The maximum draft which could be carried June 30, 1910, was about 20 feet. The usual mean annual variation of water surface is about 1 foot. The rivers are actually navigable as follows: Milwan kee River, about 24 miles; Menominee River, about 2 miles; Kin- nickinnick River, about 21 miles. The commerce of Milwaukee has already been described in the report relating to Milwaukee Harbor. It is believed that the project will have a material effect in con- trolling freight rates on bulk commodities, such as coal, grain, and ore, both locally and for transshipment. It is impracticable to esti- mate the amount of reduction in rates thereby effected. For references to more extended information and reports of ex- aminations, and surveys, see Annual Report 1904, page 2887, and House Document No. 667, Sixty-first Congress, second session. July 1, 1909, balance unexpended_________________________--- $100, 000. 00 July 1, 1910, balance unexpended------------------------------ 100, 000. 00 (See Appendix J J 16.) 17. Racine Harbor, Wisconsin.-The entrance to this harbor at the mouth of Root River originally varied in depth from absolute closure after storms to about 7 feet, and the present harbor was not available for purposes of commerce. The original project, adopted in 1842-43, provided for a channel 13 feet deep between parallel piers 160 feet apart, modified as follows: 1866, provided for increasing depth to 16 feet and for extension of piers; 1889, provided for increasing depth to 17 feet and for further extension of piers; 1899, provided for widening channel and increas- ing depth to 21 feet, for extending the south pier, and for a break- water 600 feet long; 1902, provided for a change in the location and direction of the breakwater. The original project as modified was completed in 1905. The total amount expended thereon, including maintenance up to the time of adoption of present project, is $507,141.72. The existing project, adopted by Congress March 2, 1907, provides for maintenance of 21-foot channel and works incident thereto, for extension of north breakwater, for a south breakwater, and for sub- sequent necessary extensions to each breakwater, in general accord- ance with type plan as set forth in report submitted in House Docu- ment No. 62, Fifty-ninth Congress, first session. An estimate of the cost of part of this project, amounting to $243,000, was published in Annual Report for 1909, page 1974, and the river and harbor act of June 25, 1910, made an appropriation of this sum for maintenance and continuing improvement. The total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, is $55,517.22. Of this amount $30,484.63 was for maintenance. The expenditures during the fiscal year have been for dredging for maintenance of channel, for minor repairs, for repairs of plant, and for general supervision. It is estimated that not more than 5 per cent of the approved proj- ect has been completed up to June 30, 1910. No result in the way of 776 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. increased depth or width has been obtained, but the extension to the breakwater has somewhat diminished the disturbances in the harbor during storms. The maximum draft that could be carried June 30, 1910, was about 21 feet. The usual mean annual variation of level of water surface is about 1 foot. Connecting with the western terminus of the govern- ment improvement, Root River is navigable for a distance of about nine-tenths of a mile. Commercial statistics for 1909.-Total number of vessels, 1,405; shipments and receipts, 260,372 short tons; approximate valuation, $17,196,250. The commerce benefited is quite large in volume and of a general character. It is believed that the project has a material effect in controlling freight rates, not only on coal and other bulk commodities, both local and for transshipment, but also in affording Racine the rail rates accorded places at which water competition exists. It is proposed to apply the amount on hand to prosecution of work on the project as authorized by the river and harbor act of June 25, 1910, and to maintenance. For references to more extended information and reports on exam- inations and surveys, see Annual Reports for 1904, page 531, and 1906, page 645. July 1, 1909, balance unexpended--------------------------- $8, 467.61 Amount appropriated by river find harbor act approved June 25, 1910 ---------------- --- ------------------- 243, 000. 00 251, 467. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------- 4, 992. 08 July 1, 1910, balance unexpended------- -------------------- 246, 475. 53 (See Appendix J J 17.) 18. Kenosha Harbor, Wisconsin.-The original depth of water at the mouth of Pike Creek varied from nothing to 4 feet, and the present harbor was not available for purposes of commerce. The original project, adopted in 1852, provided for a channel 13 feet deep between parallel piers 150 feet apart, modified as follows: 1866, provided for a navigable channel 16 feet deep; 1889, provided for extending north pier 300 feet and south pier 600 feet, and for channel 16 feet deep; 1890, provided for dredging in " The Basin;" 1899, provided for extending the south pier, increasing the width between piers to 250 feet by rebuilding the north pier, building 600 feet to breakwater, and increasing the depth in channel and basin to 21 feet and 20 feet, respectively; 1902, provided for extending the breakwater 100 feet shoreward. The original project as modified was completed in 1900, with the exception of 100 feet extension to breakwater. The total amount expended thereon, including main- tenance up to the time of adoption of present project, is $475,815.37. The existing project, adopted by Congress March 2, 1907, provides for maintenance of 21-foot entrance channel, 20-foot basin, and exist- ing works, and for an extension of 200 feet to the landward end of the breakwater. Estimated cost, $22,000. RIVER AND HARBOR IMPROVEMENTS. 777 The total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1910, is $49,523.75. Of this amount, $19,100.72 was for maintenance. The expenditures during the fiscal year have been for extension of north breakwater, for repairs to south pier, for dredging, and for general supervision. The approved project is completed. The maximum draft that could be carried June 30, 1910, was about 19 feet. The usual mean annual variation of level of water surface is about 1 foot. Connecting with the western terminus of the government improve- ment, Pike Creek is navigable for a distance of 'about 2,500 feet. Commercial statistics for 1909.-Total number of vessels, 399; shipments and receipts, 84,525 short tons; approximate valuation, $382,845. The commerce is not large in volume, and is chiefly of a local char- acter. It is believed that the project has a considerable effect in control- ling freight rates not only on coal for local consumption brought in by way of the harbor, but also by affording Kenosha the rail rates accorded places at which water competition exists. It is proposed to apply the amount recommended for expenditure in fiscal year ending June 30, 1912, in repairs of piers and break- water and in dredging for maintenance of channel. The work pro- posed is necessary for maintenance of the harbor. For references to more extended information and for reports on examinations and surveys, see Annual Reports for 1904, page 532, and 1906, page 645. July 1, 1909, balance unexpended-------------------------------$27, 603. 25 Amount appropriated by river and harbor act approved June 25, 1910_ 12, 500. 00 40, 103. 35 June 30, 1910, amount expended during fiscal year: For works of improvement___-__-__-___ $21, 726. 81 For maintenance of improvement-- -__- ____ -_ 4, 750. 54 26, 477. 35 July 1, 1910, balance unexpended __------____ -- _____---__ 13, 626. 00 IAmount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_________________________ all,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 J 18.) 19. Waukegan Harbor, Illinois.-Originally there was no navi- gable channel or natural harbor at this place. An appropriation of $15,000 was made in 1852 "for the improve- ment of the harbor and breakwater at Waukegan, Ill." The plan adopted was the construction of a breakwater parallel to the shore in about 20 feet of water and opposite the heads of two bridge piers in the open lake, from which the commerce of the place was carried on. One crib was placed in position but was carried away by a storm, and the work was abandoned. The original project was adopted in 1880 and provided for an arti- ficial harbor of sufficient capacity for local trade by inclosing an a Exclusive of the balance unexpended July 1, 1910. 778 REPORT OF HE CHIEF OF ENGINEERS, U. S. ARMY. area with pile piers, the entrance channel and inclosed area to be dredged to 13 feet. The amount expended on original project prior to commencement of operations under present project was $218,944.41. The existing project, adopted by act of June 13, 1902, provides for extending both harbor piers, building a breakwater, and increasing depth of channel to 20 feet; estimated cost, $345,000, all of which has been appropriated. The total amount expended in the work of existing project up to the close of the fiscal year ending June 30, 1910, is $429,936.47. Of" this sum $119,597.08 was for maintenance, of which amount $72.93 was derived from miscellaneous sources. The expenditures during the fiscal year have been for reconstruc- tion of inshore end of south pier, and dredging for restoration of channel, and minor repairs of breakwater, repairs of plant, and for general supervision. The new south pier is completed, and the har- bor has been dredged. The approved project was completed in 1904. Since then all ex- penditures have been for maintenance. The maximum draft which could be carried June 30, 1910, was about 19 feet. The usual mean annual variation of water level is about 1 foot. Commercial statistics for 1909.-Total number of vessels, 660; ship- ments and receipts, 180,425.5 short tons; approximate valuation, $2,337,100. The commerce affected by the project is mostly coal and salt for transshipment. It is believed that the harbor is of great convenience to general commerce, being a terminus of the Elgin, Joliet and Eastern Railway, known as the Chicago Outer Belt Line. The harbor is in close con- nection with all the railways entering Chicago. It is believed that the project has a considerable effect in control- ling freight rates on coal and other bulk commodities. It is proposed to apply the amount recommended for expenditure in fiscal year ending June 30, 1912, in repairs of piers and break- water and dredging. The work proposed is necessary for main- tenance of the harbor. For reference to more extended information, maps, and reports on examinations and surveys, see Annual Report for 1904, page 532. July 1, 1909, balance unexpended------------------------------- $30, 647. 14 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 40, 647. 14 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 28, 955. 09 July 1, 1910, balance unexpended-------------------------------- 11, 692. 05 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement 000. 00 10--------------------- al0, 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 J 19.) 20. Fox River, Wisconsin.-The Fox and Wisconsin rivers, sepa- rated at Portage, Wis., by a distance of only 2 miles, one flowing a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 779 into Lake Michigan, the other into the Mississippi River, were the early means of communication between those waters. Through a board of public works the State began and carried on the improve- ment until 1853, when it was transferred to a private company.. In 1872 the United States purchased from the Green Bay and Missis- sippi Canal Company all of its property except the water powers, water-power lots, and personal property. The present project is that of a Board of Engineers, submitted September 17, 1884, and modified May 14, 1886. It provides for deepening and widening the channel of Fox River from Green Bay to Montello to 6 feet depth and from Montello to Portage to 4 feet depth, with a width of the river channel from Lake Winnebago to Montello of 100 feet, and for the renovation of 12 old locks, at an estimated cost of $602,000. Appropriations aggregating $618,750 have been provided for this work, and a revision of the estimate indicates that $130,353.36 will be required to complete it. The river and harbor act of June 25, 1910, makes an appropriation of $25,000 for continuing improvement from Depere up to Portage, and provides that $3,000, or so much thereof as may be necessary of said appropriation, shall be used in removing bars and snags and otherwise improving Wolf River. The improvement of the Wisconsin River was abandoned in 1887. The amount expended by the United States on the improvement of the Fox and Wisconsin rivers from 1839 (date of first appropria- tion) to the close of the fiscal year ending June 30, 1910, including about $600,000 expended for flowage damages and $145,000 paid to the Green Bay and Mississippi Canal Company for its property, was $3,825,599.57, of which amount $591,161.39 was expended solely upon the Wisconsin River. The works on Fox River now consist of 18 stone locks, 2 stone guard locks, and 8 composite locks, 13 canals, 16 permanent and 1 temporary dam, and various accessories, including lock houses, ware- houses, a dry dock, levees, wasteweirs, culverts, retaining walls, etc. The harbors of Stockbridge, Calumet, Miller Bay, and Brothertown, Lake Winnebago, have been improved, and snags have been removed and bars dredged in Wolf River, making a 4-foot channel 100 feet wide to New London. The project depth of 6 feet below mean low water has for the most part been obtained from Depere to Princeton lock, but the revision of the estimate indicates that there is still a large amount of dredging to be done in the levels between Butte des Morts and Princeton lock, where now but 5-foot depths obtain. The dredging of the 6-foot channel between Princeton lock and Montello is now in progress. The district officer states that the upper Fox River is unworthy cf further improvement; that if present channel depths are maintained all interests of commerce will be subserved, and recommends that no further appropriations be made for its improvement. But if further appropriation is made for the improvement of the river it should be sufficient to complete the project, based upon a new estimate to be prepared after a careful survey has been made. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of'the improvement was 5 feet from Depere to Berlin lock, 4 feet from there to milepost 66 (about 13 780 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. miles above Princeton lock) and 3 feet from milepost 66 to Portage, the head of navigation on the Fox River. July 1, 1909, balance unexpended------ ----------------------$48, 679. 50 July 15, 1909, returned to surplus fund, United States Treasury, sec- tion 10, sundry civil act, March 4, 1909-----------------------2, 500. 00 46, 179. 50 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 25, 000. 00 Miscellaneous receipts---- ------------------------------------ 20. 00 71, 1099. 50 June 30, 1910, amount expended during fiscal year, for works of im- provement--------------- --------------------------- 15, 177. 61 July 1, 1910, balance unexpended__-----------------------------_ 56, 021. 89 July 1, 1910, outstanding liabilities----------------------------- 841. 67 July 1, 1910, balance available------- ---------------------- 55, 180. 22 Amount (estimated) required for completion of existing project ... a130, 353. 36 (See Appendix J J 20.) 21. Operating and care of locks and dams on Fox River, Wiscon- sin.-Under the allotment from the indefinite appropriation for op- erating and care of canals and other works of navigation there has been expended during the fiscal year ending June 30, 1910, the sum of $55,449.28. The amount expended to June 30, 1910, is $1,462,855.02, including $3,401.23 miscellaneous receipts. The principal work done has been dredging bars and channels; making repairs to locks, dams, and canal banks, lock houses, dredges, and boats; rebuilding the gates of Kaukauna dry dock and Kaukauna first lock; building reenforced concrete tripod platforms at Kaukauna fifth and Little Chute second locks; replacing wooden snubbing posts with iron posts set in concrete at various locks on the lower Fox River; repairing Little Chute, Cedars, and Appleton lower dams; building steel and concrete track and walk over sluiceways of Apple- ton upper dam; closing the navigable pass in Eureka dam with a concrete structure containing sluice gates was commenced; building a wood shed at Appleton fourth lock and a coal shed at Berlin lock; building three new scows, and the construction of a lockmaster's dwelling at Little Kaukauna lock, about 50 per cent completed. The report of the district engineer officer in charge shows the items of expenditures. Navigation was closed November 27, 1909, and re- opened April 2, 1910. For commercial statistics see report of the district officer upon the improvement of Fox River, Wisconsin. (See Appendix J J 21.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, of the following localities within this district were duly submitted by the district officer. They aExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 781 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 and survey of Port Washington Har- bor, Wisconsin.-Reports dated May 25 and September 14, 1909, respectively, are printed in House Document No. 306, Sixty-first Congress, second session. A plan for improvement, involving ex- perimental dredging to a depth of 18 feet below datum in channel and basins, and repair of piers, at an estimated cost of $30,000, is presented. 2. Preliminaryexamination of Highcliff Harbor, Lake Winnebago, Wisconsin.--Report dated April 30, 1909, is printed in House Docu- ment No. 356, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 3. Preliminary examination and survey of De Pere Harbor, Wis- consin, with a view to the construction of a turning basin in the Fox River at De Pere, and securing a channel 20 feet in depth from said turning basin to the city of Green Bay.-Reports dated May 7 and November 1, 1909, respectively, are printed in House Document No. 522, Sixty-first Congress, second session. The present depth of chan- nel from Green Bay to De Pere is considered ample for all commercial needs, but a plan for providing a turning basin, at an estimated cost of $11,500, is presented. 4. Preliminary examination and survey of Oconto Harbor, Wis- consin.-Reports dated May 19 and November 12, 1909, respectively, are printed in House Document No. 538, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $75,000, under certain specified conditions, is presented. 5. Preliminary examination and survey of Milwaukee Harbor, Wisconsin, with a view to the creation of an outer harbor, etc.- Reports dated May 12, October 9, and December 11, 1909, respectively, are printed in House Document No. 667, Sixty-first Congress, second session. A plan for improvement, involving a modification of the existing project for the inner harbor, at an estimated total cost of $345,000, or $26,419 more than the amount authorized for the present project, is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST CHICAGO, ILLINOIS, DISTRICT. This district was in the charge of Maj. Thomas H. Rees, Corps of Engineers. Division engineer, Col. W. L. Fisk, Corps of Engineers. 1. Chicago Harbor, Illinois.-Before improvement by the United States the Chicago River made a sharp bend southward just before reaching Lake Michigan, and had its outlet fully half a mile from its present mouth, leaving between the river and the lake a long sand bar. The depth at the entrance was only about 3 to 4 feet. The improvement at Chicago Harbor was commenced in 1833 by cutting through this bar, to give the river a straight outlet, and by constructing piers on the north and south sides of the river. These piers were extended from time to time and the channel maintained by dredging. Previous to 1870 the harbor was limited to the lower end of Chicago River, with an entrance channel width of 400 feet and depth of 13 feet and annual commerce less than 3,000,000 tons. "A brief history of this harbor improvement prior to 1876 is given on 782 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pages 433 to 438, Part 2, Annual Report of the Chief of Engineers for 1876, and a very full description of the harbor in its improved condition is to be found on pages 135 to 139, Bulletin No. 19 (1910), issued by the United States Lake Survey Office, Detroit, Mich. There was expended on the work prior to operations under the existing project of 1870 and its modifications $446,005. The present project was adopted in 1870, modified in 1878, 1896, 1903, and 1905; that for present increased depth of dredging in outer harbor being given by report of July 16, 1897 (p. 2791, Annual Re- port of the Chief of Engineers for 1897), specifically adopted by act of March 3, 1899; and that for repair of north pier being given by report of July 14, 1903 (p. 1888, Annual Report of the Chief of Engi- neers for 1903), adopted by act of March 3, 1905; such projects including: (a) Breakwaters to form an outer harbor, with dredging within the dame for 20-foot draft (21-foot depth). (b) Exterior breakwater, with a harbor of refuge behind the same. (c) Dredging entrance to inner harbor or mouth of Chicago River to same depth as outer harbor. (d) Maintenance. There has been expended on the project of 1870, with its modifica- tions, to June 30, 1910, the sum of $2,113,581.12, of which $127,- 665.08 has been for maintenance since 1903. The work done during the year was the partial repair of piers and breakwaters where damaged by storms or run into by vessels. The city of Chicago removed the remnant of an old intake crib located 8,100 feet S. 85° W. from the Four-mile crib to a least depth of 24 feet below Chicago City datum. The project has been completed, except the dredging of the westerly portion of the outer harbor basin for 20-foot draft and necessary maintenance of the harbor works. The work of improvement has resulted in the widening and deep- ening of the inner harbor (entrance to Chicago River) by erecting piers on either side of the river and dredging between them until it has now a width ranging from 470 feet at its lake end to about 200 feet at its river end, and a depth of 21 feet; the formation of an outer harbor basin south of the entrance to Chicago River by inclosing within breakwaters about 270 acres of the area of Lake Michigan, the basin having a depth of 21 feet over its easterly portion and 10 to 14 feet over its westerly portion; and the erection of an exterior breakwater about 1 mile north of the entrance to the river to shelter said entrance and the outer harbor from northerly storms and to form a harbor of refuge. All depths are referred to " Chicago city datum," or the so-called " low water of 1847," which is 579.94 feet above mean tide, New York Harbor. The maximum draft that can be carried at mean low water is 20 feet. The water level has a total variation of about 6.5 feet from highest known to lowest known water, and an average of less than 1 foot oscillation per day. Chicago outer harbor, being mainly a protection to Chicago River entrance, has practically no commerce except that of the river, the outer basin being used mainly by yachts and other small craft. The lake commerce of Chicago, after having risen to more than 8,000,000 RIVER AND HARBOR IMPROVEMENTS. 783 short tons in 1892, diminished to 4,025,000 short tons in 1908, and in 1909 was 4,224,655 short tons, and the harbor works, while formerly having added about 5,000,000 tons to the river commerce, are now needed mainly to prevent a further loss of the 4,000,000 tons re- maining. The existence of this improved harbor is considered to be of great use in controlling freight rates. The superstructures of the easterly and southerly breakwaters have deteriorated to such an extent that rebuilding in concrete is now con- sidered necessary. It is proposed to apply the available funds to the maintenance of existing works, redredging the southern entrance to the outer harbor, and rebuilding in concrete the superstructures of the easterly and southerly breakwaters, meanwhile postponing the completion of the outer-basin dredging, which is not considered urgent. It is believed that work, involving additional appropriations, may be deferred for a year, and no estimate for further funds is submitted at this time. For map of full improvement, see page 1888, Annual Report of the Chief of Engineers for 1903. No preliminary examination reports appear to be on record as to past improvements of this locality. A list of past survey reports will be found on page 600, Annual Re- port of the Chief of Engineers for 1906. By the act of March 3, 1909, Congress ordered an examination to be made of the rivers and harbors in the Chicago district for the pur- pose of reporting a plan for a complete, systematic, and broad im- provement of harbor facilities for Chicago and adjacent territory. This report will be submitted to Congress at its next session. By act approved May 28, 1908 (Public, No. 153), any or all of the then available balance for Chicago Harbor was made available, in the discretion of the Secretary of War, for expenditure on the existing project for Chicago River, and under this authority $193,000 of Chicago Harbor funds were transferred to Chicago River. July 1, 1909, balance unexpended------------------------------ $36, 249. 09 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 240, 000. 00 276, 249. 09 June 30, 1910, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 6, 893. 75 July 1, 1910, balance unexpended--------- --------------------- 269, 355. 34 (See Appendix K K 1.) 2. Chicago River, Illinois.-Before improvement by the United States (1896) the river channel, as a result of municipal and private improvements, was navigable for about 14-foot draft boats over widths of about 200 feet throughout the length of the main river about 1.5 miles, and of use by boats of 12 to 14 feet draft for lesser widths and for about 5 miles farther length in the North Branch and about 5 miles farther length in the South Branch and forks. A good brief history of river and harbor improvement at Chicago prior to 1876 is given on pages 433-438, Part 2, Annual Report of the Chief of Engineers for 1876, and a very full description of present condi- 784 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tions is to be found on pages 139-149, Bulletin No. 19 (1910), issued by the United States Lake Survey Office, Detroit, Mich. For maps of river and turning basins, see pages 1892-1893, Annual report, 1903. Past projects, from 1896 to 1902, provided for 16 feet draft through this river. Under such projects 17 feet actual depth below city datum was secured from the mouth of the river via South Branch and West Fork to Ashland avenue (about 5.5 miles), via South Branch and South Fork to the stock yards (about 6 miles), and via North Branch to Belmont avenue (about 6 miles). (See p. 2974, Annual Report of the Chief of Engineers for 1893; p. 2793, report for 1897, and p. 3865, report for 1900, for full reports on history of improvement and needs up to 1899). The project of July 2, 1902, as specifically covered by act of Con- gress June 13, 1902, provided for two large turning basins (one in the North Branch and one in the South Branch), to be dredged to 20 feet draft (21 feet depth), at an estimated cost of $500,000. These turning basins have been completely dredged and partly docked, but will need some annual redredging and probably some further dock revetment. For general description of the sanitary district projects, see page 2097, Annual Report of the Chief of Enginers for 1902. There has been expended .on previous projects $1,028,650.60, of which $109,462.55 was for maintenance. The existing project was adopted by Congress in the river and har- bor act March 2, 1907, which appropriated $300,000 for improvement and maintenance of this river; such work being covered by the sur- vey report of November 14, 1899 (pp. 3865-3871, Annual Report of the Chief of Engineers for 1900), and providing for dredging to 21 feet actual depth in mid-channel and to within 20 feet of dock lines from Ogden slip at the river mouth to Ashland avenue on the South Branch, to the Indiana State line (Chicago Junction Railway) bridges on the South Fork, South Branch, and to Belmont avenue on the North Branch (including also the canal around Goose Island, North Branch), all originally estimated at $810,600. Project cover- ing the work to be done was approved April 11, 1908, as follows: (a) Dredging soft material, main river, North Branch (including canal), South Fork of South Branch, 1,472,000 cubic yards__. $384, 000 (b) Excavation rock and hardpan in North Branch and South Fork, 105,000 cubic yards____________________- ____ _ 352, 800 (c) Superintendence and inspection_______-------------- -_ 73, 800 810, 600 the division of funds between dredging and excavation. being subject to modification during the progress of work. There has been expended on the present project, approved April 11, 1908, $421,144.85, none of which was for maintenance. The maintenance work during the year consisted in redredging to previously dredged depths the channels of the North Branch and South Fork of South Branch of the river. This work was done under the contracts for and in connection with the work of deepening the said channels to the new project depth of 21 feet, the cost of dredging necessary to restore the depth secured under the previous project being charged to maintenance. In addition to the maintenance work the following was accom- plished during the year: The North Branch was deepened to 21 feet RIVER AND HARBOR IMPROVEMENTS. 785 to within 20 feet of existing docks from a point 900 feet north of Clybourn place to Belmont avenue, except over the rock section which extends 1,600 feet north of Fullerton avenue, where the depth was carried to rock 16 to 20 feet. From a point about 700 feet north of Northwestern avenue to Belmont avenue the 21-foot depth was car- ried only to a width of 60 feet, as no docks have as yet been con- structed in this stretch of the river. The work of deepening the South Fork of the South Branch was continued and has resulted in the completion of all the work con- templated under the existing project, thus providing a depth of 21 feet from the turning basin at its mouth up to the Indiana State Line (Chicago Junction Railway) bridges near the stock yards. The obstructive bridge at Fuller street near the entrance to this fork was removed by the city of Chicago, as was also the city's water-pipe tunnel at Archer avenue. The project has been completed except the removal of the rock sec- tion in the North Branch north of Fullerton avenue, the docking of North Branch turning basin, and maintenance of the improved channels. At present the river, including both branches, slightly widened at its narrowest parts by the United States and much widened in the South Branch by the Chicago Sanitary District, has a least depth of channel, as referred to Chicago city datum, of 21 feet to within 20 feet of dock lines from the lake to the forks; thence in the North Branch 21 feet to within 20 feet of dock lines, including North Branch Canal to Fullerton avenue; thence for a distance of 1,600 feet over rock 16 to 20 feet depth; thence 21 feet to a point about 700 feet north of Northwestern avenue; thence 21 feet for a width of 60 feet to Belmont avenue. In the South Branch, 21 feet to within 20 feet of existing docks to Ashland avenue (dredged to 26 feet by Sani- tary District of'Chicago). In the South Fork of the South Branch 21 feet to within 20 feet of existing docks from the turning basin at Fuller street to the Indiana State Line (Chicago Junction Railway) bridges on the east and west arms of this fork near the stock yards. (For general description of the sanitary district projects, see p. 2097, Annual Report of the Chief of Engineers for 1902.) The recently improved channels of this river are being rapidly shoaled by waste from packing houses and manufacturing plants emptying directly into them through sewers; also by ordinary city sewage. (For fuller information see officer's report, p. 2147.) In view of the character of this filling, it is believed that at least a part of the cost of removing the same should be provided by local interests. The maximum draft that can be carried at mean low water is 20 feet through the main river and South Branch to the sanitary dis- trict channel; 20 feet through the South Fork of South Branch; and in the North Branch (including North Branch Canal) 20 feet to Fuller- ton avenue, thence 16 feet over rock section (1,600 feet), thence 20 feet to Belmont avenue. The water level has variations of about 6.5 feet from the highest known to lowest known water, and an average of less than 1 foot per day. The river has a current from the lake toward the Sanitary District Canal varying from nothing up to about 3 miles per hour, according to drainage diversion and lake seiches. 56932---me 1910-----50 786 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The navigable lengths and depths of the river and its branches, and the improved sections, indicating the heads of navigation for steamers and for other craft, are given in the following table: Navigable stream. Improved section. Unimproved section. Maximum Maximum Maximum Length. draft Length. draft. Length. draft. Main River from end of piers to june- Miles. Feet. Miles. Feet. Miles. Feet. tion of branches... . .... ... 1. 58 21.0 1.58 21.0 .. ........... South Branch, junction to Ashland avenue. ... ..... ..... ....... 4.08 21.0 4.08 21.0 ..... ............ West Fork of South Branch, Ash- .59 21. O 10 2.0 land avenue to South Fortieth 3.32 2.0 { 1.63 8.0 1.10 2.0 (Crawford) avenue......... South Fork of South Branch, turn- ing basin to South Ashland ave- I 1.71 21.0 nue, on West Arm (1.97 miles) and 2. 83 10.0 .45 10.0 ................ to South Halsted street, on East .67 10.0 Arm (2.28 miles).................. North Branch, junction to Law-i 7.32 10.0 J 5.14 21.0 rence avenue..................... 2.18 10.0 ......... North Branch Canal (Goose Island cut-off) .... .................... 1.04 21.0 1.04 21.0 . ............. 20.17 ............ 19.07 ............ 1.10 .. The annual commerce is now reported at about 4,200,000 short tons, the principal items being grain, lumber, coal, and salt (a good deal of commerce having, since 1897, gone to the Calumet River), and the present further improvement is now mainly needtd to prevent fur- ther loss. There is quite a large local commerce carried in the Chicago River by lighters, of which no official record is kept. The development of commerce on this river is greatly hampered by the many obstructive bridges crossing the stream. The existence of this improved river is considered to be of great use in controlling freight rates. It is proposed to apply the funds now available and further appro- priations toward the completion of the turning basins, to the comple- tion of the new 21-foot depth throughout the river, and to the maintenance of existing works. The appropriation recommended for 1912 will be applied to dredging for maintenance. A list of past survey reports will be found on page 601, Annual Report of the Chief of Engineers for 1906. Reference to reports on examination and survey of West Fork of South Branch of Chicago River, ordered by the river and harbor act of March 3, 1905, will be found on page 608, Annual Report of the Chief of Engineers for 1906. A report on the same locality called for by the river and harbor act of March 3, 1909, was printed as House Document No. 392, Sixty-first Congress, second session. A new report on same locality is called for by the river and harbor act of June 25, 1910. By act approved May 28, 1908 (Public-No. 153), any or all of the available balance for Chicago Harbor was made available, in the discretion of the Secretary of War, for expenditure on the existing project for Chicago River, and under this authority $193,000 of Chicago Harbor funds was transferred to Chicago River. RIVER AND HARBOR IMPROVEMENTS. 787 July 1, 1909, balance unexpended_________---------- $217, 012. 01 Amount appropriated by river and harbor act approved June 25, 1910 ----- --- ------------------------------------ 175, 000. 00 392, 012.01 June 30, 1910, amount expended during fiscal year: For works of improvement ______ __________ $111, 877. 88 For maintenance of improvement_________--_ 98, 751. 46 210, 629. 34 July 1, 1910, balance unexpended__________--__________-___ 181, 382. 67 Amount (estimated) required for completion of existing project___ a142, 600. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement----------------------- a34, 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 K 2.) 3. Calumet Harbor, Illinois.-This harbor is known on the Great Lakes as South Chicago Harbor. Before improvement by the United States the Calumet River made a sharp bend southward just before reaching Lake Michigan and entered the lake about 3,200 feet south of its present mouth, leaving between the river and the lake a sand bar about 400 feet wide. The outlet of the river had been practically closed for many years by a bar which was visible above water at certain stages, the bar being par- tially cut away during spring freshets, only to be reformed in the fall. In 1870 the harbor was limited to the lower end of Calumet River and to the natural depths over the bar at its lake mouth, the channel entrance having about 100 feet available width, with about 3 to 4 feet depth. The annual commerce was practically nothing in either har- bor or river. A brief .history of this harbor improvement prior to 1.876 is given on pages 441-444, Part 2, Annual Report of the Chief of Engineers for 1876; and a very full description of present conditions is to be found on pages 130-133, Bulletin No. 19 (1910), issued by the United States Lake Survey Office, Detroit, Mich. The improvement at Calumet Harbor was designed to furnish a safe and practicable entrance to Calumet River and the port of South Chicago, and was commenced in 1870 by cutting through the bar at the point where the river turned south and by constructing piers on the north and south sides of the river in order to give a straight out- let into the lake. Under past projects, from 1870 to 1895, these piers were built 300 feet apart and parallel to each other, and the channel between them deepened to 16 feet. All the projected work for 16-foot draft was accomplished prior to June 30, 1896, resulting in the construction of 3,640 linear feet of north pier and 2,020 linear feet of south pier, and securing and main- taining a channel 16 feet deep and of suitable width from water of similar depth in Lake Michigan to the Calumet River at the roots of the piers, at a cost of $454,484.53. The present project, submitted February 21, 1896, and specifically adopted by Congress by act of March 3, 1899 (including minor a Exclusive of the balance unexpended July 1, 1910. 788 apzoRT OF THI ORIEF OF ENGINEERS, U. S. ARMY. changes submitted March 28, 1899, modified July 1, 1902, and approved by Secretary of War July 11, 1902), provides for- (a) A breakwater 4,400 feet long, connected with the shore and running due east into the lake, terminating in water 32 feet deep. (b) An extension of this breakwater 2,500 feet long in a south- easterly direction from the end of the first. (c) The anchorage area sheltered by breakwater dredged to 20 feet draft (21 feet depth). (d) South pier at the mouth of Calumet River extended 800 feet. (e) The Calumet River dredged to a width of 200 feet and 20 feet draft (21 feet depth) for a distance of 2 miles from the mouth. (f) Maintenance. For text and map, including minor changes, see pages 2583-2588, Annual Report of the Chief of Engineers for 1896, and page 2102 of the report for 1902. There has been expended on the present project of 1896, adopted in 1899, $1,029,595.82, of which $52,802.20 was for maintenance. The operations during the year consisted of maintenance, consider- able repair work having been made necessary by damage to break- waters by storms. Some shoaling has occurred in the protected area, and some damage has been done to the breakwater structures by storms of the past winter. About 900 feet of the north pier are in a very dilapidated and rotten condition and must soon be rebuilt, as the structure has now exceeded by several years the customary life of such structures. When the rebuilding is done concrete construction should be used. All original work of past and existing projects has now been com- pleted, leaving since 1905 only its repair and other maintenance. At present the protected harbor behind the lake breakwater is about one-half square mile in area, with 20 feet depth; and the pier entrance to the river is of 300 feet width, with at least 20 feet channel depth; all depths being referred to Chicago city datum. (See Chicago Har- bor report.) The maximum draft that can be carried at mean low water is 20 feet. The water level has a total variation of about 6.5 feet from the highest known to lowest known water, and an average of less than 1 foot oscillation per day. Calumet Harbor, being mainly a protection to Calumet River en- trance, has practically no commerce except that of Calumet River, although about half of the Illinois Steel Company's commerce, be- longing partly to the harbor and partly to the river and estimated herewith, as usual, under Calumet River, belongs strictly to the har- bor. The harbor works are fully entitled to half the credit of all the commerce developed by the combined harbor and river improvements since 1870, such development having now reached about 6,000,000 short tons annually. The existence of this improved harbor is considered to be of great use in controlling freight rates, and is claimed to save at least 50 cents per ton over Chicago River rates, and more over the usual Calumet (South Chicago) railroad rates. It is proposed to apply the funds now available to the necessary repair and other maintenance of the works. RIVER AND HARBOR IMPROVEMENTS. 789 A statement of past examination and survey reports will be found on page 603, Annual Report of the Chief of Engineers for 1906: July 1, 1909, balance unexpended ---------------------------- $88, 486. 56 Amount appropriated by river and harbor act approved June 25, 1910--------- --------------------------------------- 30, 000.00 118, 486. 56 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------- ------------------------------ 5, 335. 91 July 1, 1910, balance unexpended_ ------------------- 113, 150. 65 (See Appendix K K 3.) 4. Calumet River, Illinois and Indiana.-Before improvement of Calumet Harbor by the United States (1870), this river, while having a navigable channel of about 100 feet width and 13 feet depth for about 4 miles length, could not be reached from the lake by boats of over 4-foot draft, because of the bar across its mouth; and its com- merce was then practically nothing. At the time of the improve- ment of the river itself (1884), the river had become navigable for 12- foot draft over widths of about 100 feet and a length of about 4 miles; and for boats of 5-foot draft over widths of about 50 feet and lengths from the river mouth of about 16 miles in the Grand Calumet and about 14 miles in the Little Calumet. The commerce at that time was, however, less than 500,000 tons. A good brief history of this river and harbor improvement prior to 1876 is given on pages 441- 444, Part 2, Annual Report of the Chief of Engineers for 1876, and a very full description of present conditions is to be found on pages 131-133, Bulletin No. 19 (1910), issued by the United States Lake Survey Office Detroit, Mich. For map of river see page 1902, Annual Report for 1903. The project for the improvement of this river, adopted by Con- gress in 1884 and modified in 1886, contemplated securing a chan- nel 200 feet in width and 16 feet in depth below low water in Lake Michigan from the mouth of Calumet Harbor, Illinois, about 11 miles upward, to a point one-half mile east of Hammond, Ind. This project was modified by the river and harbor act of June 3, 1896, for Calumet Harbor, so as to provide for dredging the channel to 20 feet depth from the mouth 2 miles southward (upward). The projects of 1884 to 1896, now ended, secured a permanent chan- nel of 200 feet width and 20 feet depth from the mouth of the river about 2.5 miles upstream (including a small turning basin near the mouth of the river), thence 16 feet depth about 3 miles farther, except over short portions, where rock reduced the width to 85 feet and the depth to 14 feet; and, in addition a temporary channel of 10 feet depth and 60 feet width, in the next 6 miles, up to a point on the Grand Calumet one-half mile east of Hammond, Ind. (about 11 miles above the mouth). There has been expended on previous projects $446,718.98, including $45,230.48 for maintenance. The existing projects, adopted by act of March 3, 1905, provided for a channel 200 feet wide and 20 feet deep from the mouth of the river to One hundred and twenty-second street, and of the same width and 16 feet deep from One hundred and twenty-second street 790 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. to the forks, with five turning basins, at a total estimated cost of .$662,480.50, and $10,000 per annum for maintenance. (See p. 605, Annual Report of the Chief of Engineers for 1906.) The construc- tion of the turning basins was made contingent upon the donation of the necessary land to the United States free of cost. The. river and harbor act of June 25, 1910, modified this project in accordance with report printed in House Document No. 172, Fifty- eighth Congress, second session, so as to permit the use of turning basins above number one of such shape and dimensions as will enable a vessel 650 feet in length to turn with ease; and that it shall be fur- ther modified so as to provide a navigable depth of 20 feet from One hundred and twenty-second street to the forks of the river, and a turning basin at the forks having a similar depth and a water sur- face diameter of 750 feet, in accordance with report printed in House Document No. 349, Sixtieth Congress, first session; and that the amounts heretofore appropriated shall be available for such modified project. (For estimates in full, see pp. 2942-2949, Annual Report of the Chief of Engineers for 1904; for map, see p. 1902 of the Report for 1903; also, for fuller details, see House Document No. 172, Fifty- eighth Congress, second session, and House Document No. 349, Sixtieth Congress, first session.) For this work $810,500 has been appropriated, thus providing for the entire project and allowing five years (1905-1910) of mainte- nance at $10,000 per year, and one year (1911) of maintenance at $20,000. The act of June 13, 1902, authorized the Secretary of War to accept deeds, free of expense to the United States, for lands neces- sary to make a proper channel 200 feet wide from the forks up to a point one-half mile above Hammond, Ind. (a stretch of about 5.5 miles). There has been expended on the present project (adopted in 1905) $485,406.86, none of which was for maintenance. The following work was accomplished during the year: UTnder continuing-contract authorization the channel was dredged to a depth of 17 feet and width of 200 feet from a point about 3,200 feet above the Calumet and Western Railroad bridge to a point within about 400 feet of the forks. Between One hundred and sixth and One hundred and tenth streets, over a stretch of 1,400 feet, the channel was deepened to 21 feet and widened to 200 feet; between One hundred and tenth and One hundred and fourteenth streets the channel was deepened to 21 feet and widened to 200 feet for a distance of 1,600 feet. Nothing was expended for maintenance. Slow progress is being made in the acquisition of lands for widen- ing the river and for turning basins authorized by the acts of June 13, 1902, and March 3, 1905, respectively. All the land for turning basins Nos. 1 and 5 has been acquired, No. 1 has been dredged, and No. 5 is under contract. Some deeds have been tendered for the lands necessary for widening the river between the " Forks " and the junc- tion of the Little and Grand Calumet rivers, a distance of about 1.65 miles. Although Congress has authorized the Secretary of War to accept such deeds for lands above the Forks, no appropriation has been made for doing the work. IRIVER AND HARBOR IM 1ROVE9E~T4.9 1791 The right of the Sanitary District of Chicago to reverse the flow of Calumet River is still pending in the United States circuit court at Chicago. A permit for this work was given by the Secretary of War June 30, 1910, upon certain-named conditions, one of which being that the total flow of water through the Calumet and Chicago rivers shall not exceed the present permitted flow through the Chicago River (250,000 cubic feet per minute); another that the above-mentioned suit shall in no wise be affected by the issuance of the permit. Expenditures up to date have resulted in a channel of 21 feet depth (Chicago datum) from the river mouth nearly to One hundred and fourteenth street, with 300 feet width at. the harbor piers, diminish- ing to 200 feet width at about Ninety-second street, retaining 200 feet width to One hundred and fourteenth street (except at bridges) ; thence 21 feet depth with 180 feet width to One hundred and twenty- second street; thence 17 feet depth with 180 feet width to near the Calumet Western Railroad bridge (near One hundred and twenty- fourth street); thence 17 feet depth and 200 feet width to about 400 feet below the forks; thence about 7 feet mid-channel depth and 100 to 150 feet river width to the forks; thence about 5 feet depth with about 50 feet width (dredged prior to 1895 to 10 feet depth and to 60 feet width, but since partly filled up) to Hammond, Ind. The maximum draft that can be carried at mean low water is as indicated above, and the river is farther navigable for 6-foot draft boats to Riverdale on the Little Calumet, 12 miles from the river mouth. It can also be used by light-draft launches, such as can pass under bridges, nearly to Gary on the Grand Calumet, about 20 miles from the river mouth, and to Blue Island on the Little Calumet, about 14 miles from the river mouth, being stopped at that point by rapids. The water level has variations of about 6.5 feet from highest known to lowest known water, and an average of less than 1 foot per day. At dead low water the river is practically level from the lake up to the junction of the Grand and Little Calumet. The current is very slight except during freshet and lake seiches. The navigable lengths and depths of the river and its branches, and the improved sections, indicating the heads of navigationfor steamers and for other craft, are given in the following table: Navigable stream. Improved section. Unimproved section. Maximum Maximum Maximum Length. draft. Length. draft Length. draft. Miles. Miles. Miles. Main river from end of piers tothe 5.00 21.0 forks (entrance to Lake Calumet).. S1.10 17.0 ................ .08 7.0 ) Main river from the forks to junc- tion of Little and Grand Calumet rivers .................. ........ 1.65 7.0 1.65 7.0 ............ Grand Calumet River to bridge of Lake Shore and Michigan South- ern Railway..................... 11.67 4.0 3.26 5.0 8.41 4.0 Little Calumet River to an old stone 6. 03 10. 0 dam at Blue Island, Ill........... 7.34 3.0 ...................... 60 7.0 . .11.09 ............ 15.71 5.0 26.84...... .11.09............. 75 ............. 792 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The annual commerce has reached 6,000,000 short tons, the principal items being iron ore, grain, and coal. It is steadily increasing, and new manufacturing plants are steadily occupying the river banks as fast as the 20-foot depths are carried upstream. The existence of this improved river is considered to be of great use in controlling freight rates, and is claimed to save at least 50 cents per ton over Chicago River rates, and more over the usual Calumet (South Chicago) railroad rates. It is proposed to apply the funds now available and those recom- mended for expenditure in the year ending June 30, 1912, to continu- ing the enlargement of the channel progressively upstream according to the 1903 project, adopted by act of March 3, 1905, as modified by act of June 25, 1910, to continuing the construction of the turning basins authorized under such project, as soon as the additional land needed therefor be deeded to the United States, and for maintenance. Under appropriation of August 18, 1894, for "above the forks," $5,000 is still available, but dredging has been discontinued because of constant refilling. A statement of past examination and survey reports will be found on page 605, Annual Report, 1906, and reference to report on exami- nation made in compliance with act of March 2, 1907, will be found on page 681, Annual Report, 1908. July 1, 1909, balance unexpended-.-------------------------- $304, 748. 44 Amount appropriated by river and harbor act approved June 25, 1910 ------------------ ---------------------------- 98, 000.00 402, 748. 44 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------- ---------------------- 72, 655. 30 July 1, 1910, balance unexpended---------------------------a 330, 093. 14 July 1, 1910, amount covered by uncompleted contracts-----------161, 385. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ _-------------------- bl0,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897, and of section 7 of the river an dharbor act of 1899. (See Appendix K K 4.) 56.Indiana Harbor, Indiana.-Thisharbor is 6.5 miles southeast of Calumet Harbor, Illinois, and was built by private enterprise by con- structing parallel piers 300 feet apart projecting into Lake Michi- gan and by dredging a channel 21 feet deep between them. The northerly pier extends into the lake in a northeasterly direction 550 feet from the shore line of 1901, thence at an angle of 22° 30' east- ward 610 feet, thence at a similar angle eastward 575 feet, where it ends in 20 feet depth of water. The southerly pier runs parallel with the other for a distance of 1,055 feet, where a pier arm extends 200 feet in a northerly direction, thereby contracting the harbor entrance to about 100 feet. Both piers extend landward from the shore line of 1901 about 500 feet, where the channel is contracted to 65 feet width, the clear width of span of three railroad bridges at that point. There is also an inner harbor 200 feet wide which extends from these a Includes $5,000 for "above the forks." Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 798 railroad crossings 1 miles in a southwesterly direction, thence 2 miles due south to a point on the Grand Calumet River. From the bend in this channel there is proposed a branch canal 1 miles long to connect with Lake George. At a point about 1.1 miles from the lake is a turning basin about 400 feet square. The river and harbor act of June 25, 1910, contained the following item: Indiana Harbor, Indiana: For improvement and maintenance in accordance with the project recommended in House Document numbered eleven hundred and thirteen, Sixtieth Congress, second session, sixty-two thousand dollars: Provided, That no part of this appropriation shall be expended until the Secre- tary of War shall be satisfied that the conditions specified in said document have been fully complied with. It is proposed to apply the funds above appropriated to the improvement and maintenance of this channel as soon as the condi- tions named in the appropriation act can be complied with. Examination reports on this harbor were made December 8, 1905 (printed as H. Doc. No. 721, 59th Cong., 1st sess.), and November 14, 1907 (printed as H. Doc. No. 1113, 60th Cong., 2d sess.). Amount appropriated by river and harbor act approved June 25, 1910 _-__-__. .------------------------ $62, 000. 00 July 1, 1910, balance unexpended ---------------------------- 62, 000. 00 (See Appendix K K 5.) 6. Michigan City Harbor, Indiana.-Before improvement by the United States the depths over the bar outside the entrance were about 9 feet, and at the entrance 3J feet, or less; the widths varied from 175 feet in the lower portion to 60 feet or less in the upper portion. The improvement was commenced in 1836 and was limited to con- fining the channel at the outlet by piers placed 100 feet apart 'and running directly into the lake. These piers were extended from time to time, and the channel deepened by dredging. In 1870 the project was enlarged by the adoption of a plan for creating an outer harbor by constructing breakwaters and dredging the basin formed thereby to a depth of 14 feet; and in 1882, by the construction of an exterior breakwater northwest of the entrance. The project of 1870 was amended in 1880, 1882, and 1899. A brief history of this improvement is given on pages 678-680, Annual Report of the Chief of Engineers for 1908 (see also pages 447-451, Annual Report of the Chief of Engineers for 1876); and a very full description of present conditions is to be found on pages 174-178, Bulletin No. 19 (1910), issued by the United States Lake Survey office, Detroit, Mich. There has been expended on the work prior to operations under the existing project of 1908, $1,568,799.26, including $249,670.49 for maintenance. By joint resolution ,of Congress approved May 13, 1908 (Public No. 23), the Secretary of War was authorized, in his discretion, to use any unexpended balance of money heretofore appropriated, or that may be hereafter appropriated for the improvement or mainte- nance of this harbor, for the rebuilding of the western revetment upon a new alignment, with the view of widening the channel. 794 REPORT OF THE OCIE OF ENGINEERS, U. S. ARMY. In accordance with this authorization a new general project was approved by the War Department under date of August 15, 1908, and covers the following items of work: Widening of inner harbor entrance (building of new pier, removal of old pier, and dredging between) $------------------------- 000 Redredging of inner harbor channel---------------------------- 50, 000 Original dredging, upper end of inner harbor----------------------16, 000 Completion of exterior breakwater------------------------------30, 000 Repair, maintenance, and supervision --------------------------- 12, 000 Total ----------------------------------------------- 180, 000 The river and harbor act of June 25, 1910, authorized the repair and maintenance of the old abandoned pier and breakwater structures inclosing the basin north and east of the outer harbor, which is not included in the present approved estimates. There has been expended on the present project, adopted in 1908, $89,540.35, of which $59,433.56 was for maintenance. The following work of maintenance was done during the year: The damage to the outer breakwater, caused by storms during 1909, was repaired and the overturned crib at the northeasterly end was removed from the channel and replaced by a rectangular crib, 100 feet by 30 feet, built slightly above lake level, over which a concrete superstructure will be constructed this season. The channel was dredged in places where shoaling had occurred during the winter to permit the passage of vessels using this harbor. Riprap stone was placed along the east pier for its protection. The improvement work consisted of the removal of 500 feet of the old westerly pier and the construction of 600 feet of new pier. The progress of this work has been delayed owing to labor troubles and financial difficulties of the contractors. Deeds were tendered by the authorities of Michigan City for the land necessary to widen the har- bor entrance, but as such deeds did not convey a valid title they were not accepted. This will delay the completion of the work of widen- ing the harbor. Expenditures up to date have resulted in the widening and deepen- ing of the inner harbor by erecting piers and dredging between them until it has now a width ranging from over 200 feet at its lake end to 100 feet at its river end and a depth of about 18 feet; in extending the channel up Trail Creek a distance of nearly 2 miles from the harbor entrance, providing a width of from 120 to 150 feet and depth of 13 feet to Eighth street and 4 feet to the upper turning basin; in the construction of three turning basins; in the formation of a basin east of the entrance to the harbor; and the erection of an exterior breakwater to protect the harbor entrance. The head of navigation is at the upper turning basin, a distance of about 2 miles from the end of the westerly pier. All depths are referred to Chicago city datum (low water of 1847), which is 579.94 feet above New York mean tide. The early improve- ments at this place were referred to the zero of the Michigan City gauge, which is now found to be 581.64 feet above New York mean tide or 3.12 feet above standard low water of lake survey charts. The annual commerce is now reported as 20,804 short tons and con- sists principally of lumber and salt and is steadily decreasing. The RIVER AND HARBOR IMPROVEMENTS. -795 local commerce, consisting principally of package freight between Michigan City and Chicago, is steadily increasing, but no accurate record of this tonnage is kept. The passenger travel (summer excur- sion) is increasing rapidly. Information received as to the effect of the project on freight rates is meager, but indicates that in a general way the improvement has a tendency to reduce charges and secure advantageous charters for shippers. The city is growing rapidly and steadily. The funds in hand and those asked for will be expended toward the completion of,the approved project and for maintenance and contingencies. July 1, 1909, balance unexpended--------------------------- $136, 017.14 Amount appropriated by river and harbor act approved June 25, 1910 --------- --------------- --------------- 65, 500. 00 Amount allotted from emergency appropriation, river and harbor act of March 3, 1909----------- ------------------ 12, 200. 00 213, 717. 14 June 30, 1910, amount expended during fiscal year: For works of improvement------------------- $29, 991. 79 For maintenance of improvement -------------- 46, 601. 19 76, 592. 98 July 1, 1910, balance unexpended----------------------------137, 124. 16 July 1, 1910, amount covered by uncompleted contracts-----------39, 011. 36 Amount (estimated) required for completion of existing project_-- a39, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_-_-------------------- a 23, 000. 00 Submitted in compliance with requirements of su dry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix K K 6.) 7. Removing sunken essels or craft obstructing or endangering navigation.-(a) Lighter York State, West Fork, South Branch of Chicago River, near Ashland. avenue.-Reported as dangerous to navigation in this part of the river; was raised, towed out into Lake Michigan, and sunk in deep water, at a total cost to the United States of $1,200. (b) Gospel ship A. G. Morey, in North Branch Turning Basin, Chicago River.-Abandoned by owners; was destroyed and debris removed from channel, at a total cost to the United States of $1,599.83. (c) Lighter O. J. Hale, in North Branch Canal of Chicago River, near Weed street.-Abandoned by owners; was raised and then towed out to deep water in Lake Michigan, where it was sunk, at a total cost to the United States of $959.67. (d) Schooner Maryette, in Calumnet River, near One hundred and first street.-Reported as an obstruction to navigation by vessel own- ers; was destroyed and debris removed from river channel at a total cost to the United States of $173. (See Appendix K K 7.) a Exclusive of the balance unexpended July 1, 1910. 796 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, 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 New Buffalo Harbor, Michigan.- Report dated June 12, 1909, is printed in House Document No. 310, Sixty-first Congress, second session. This locality is not considered worthy of improvement by the General Government. 2. Preliminaryexamination of the West Fork of the South Branch of Chicago River, Illinois, with a view to obtaining a channel 100 feet wide and 21 feet deep from the mouth to Sacramento avenue; also from Western avenue to Sacramento avenue.-Report dated May 28, 1909, is printed in House Document No. 392, Sixty-first Con- gress, second session. The stream is not considered worthy of im- provement by the United States at the present time. The local officer was also charged with the duty of making pre- liminary examinations and surveys of harbors and rivers at or near Chicago, Indiana, and Illinois, provided for in the river and harbor act of March 3, 1909, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND CHICAGO, ILLINOIS, DISTRICT. This district was in the charge of Maj. C. S. Rich6, Corps of Engi- neers, to March 15, 1910, and in the charge of Maj. Charles Keller, Corps of Engineers, since that date. Division engineer, Col. W. L. Fisk, Corps of Engineers. 1. Illinois River, Illinois.-(a) Below Copperas Creek.-The proj- ect, which contemplates the extension of slack-water improvement begun by the State of Illinois from Copperas Creek lock to the Mis- sissippi River, and which includes the construction of two locks 350 feet long between sills, 75 feet width of chamber, with 7 feet of water over sills at low-water level of 1879, and dredging the channel where necessary to obtain 7 feet depth at low water, was adopted in 1880. The lock and dam at Kampsville, Ill., 31 miles above the mouth of Illinois River, has been completed and in use since 1894, and that at La Grange, 79 miles above the mouth, since 1890. The State of Illinois, aided by the United States, has executed part of the general project by the construction of locks and dams at Henry and at Copperas Creek, completing, except dredging, that part of the project between La Salle and the mouth of Copperas Creek, a distance of about 90 miles, over which section the State of Illinois collects tolls. Harbor lines on both sides of the river at Peoria have been estab- lished. The United States has expended on this work to June 30, 1910, $1,547,759.65, of which $7,953.72 was expended during the fiscal year RIVER AND HARBOR IMPROVEMENTS. 797 in maintenance of plant, dredging, snagging, and supervision of the river and care of property and plant. During the past fiscal year the headquarters of the fleet were moved from Beardstown to Peoria. The improvement of Illinois River has been in progress many years and the present navigable depth has obtained at ordinary stages of the river for several years, during which freight rates in the vicinity have decreased to some extent; but as freight rates generally have diminished during these years, it is impossible to state whether the effect of river competition is shown in diminished railroad freight rates. The closing of the river to navigation, however, would unques- tionably lead to a rise in freight rates on the adjacent railways, and as the volume of freight affected would be large, a good navigable condition should be maintained. There are many wagon bridges and railroad bridges across the river, and at Peoria the troughs of large distilleries discharge into the channel; these structures have been modified from time to time to meet the demands of navigation. It is proposed to apply the available funds toward maintaining the navigable channel of 7 feet depth, removing snags, dredging, care and repair and rebuilding plant, and such local surveys as may be neces- sary from time to time. July 1, 1909, balance unexpended--_____--- ________________ $47, 111. 38 Received from sales ----------------------------------------- 33. 35 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------- -------- 30, 000.00 77, 144. 73 June 30, 1910, amount expended during fiscal year, for maintenance of improvement- ----------------------------- __ 7, 953. 72 July 1, 1910, balance unexpended________------ ___________-_ 69, 191.01 July 1, 1910, outstanding liabilities_--------------_---_------- 500. 00 July 1, 1910, balance available______________--------------- 68, 691. 01 Amount (estimated) required for completion of existing project __ _112, 000. 00 (b) From Copperas Creek to La Salle.-The first appropriation for this section of the river was made March 2, 1907, and the ap- proved project for its expenditure provides for securing the same navigable conditions from Copperas Creek to La Salle as are planned for the lower river, i. e., a channel depth of 7 feet at low water. Operations have consisted in snagging, supervision, dredging, and repairs and additions to plant, and surveys to locate shoal points and bars. Work on this section of the river is carried on with the same plant used on the lower section, with headquarters at Peoria, Ill. The amount expended on this work to June 30, 1910, is $23,421.34, of which $10,423.93 was expended during the fiscal year. It is proposed to apply the available funds to securing and main- taining a navigable channel of 7 feet depth, snagging, care, and repair of property and plant, inspection and prevention of obstruc- tions and encroachments, such local surveys as may be necessary, and dredging a channel in Lake Depue, and entrance thereto, under the provisions of the river and harbor act of June 25, 1910. a Exclusive of the balance unexpended July 1, 1910. 798 REPORT OF THE CHIEIP OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended------------------------------ $37, 002. 59 June 30, 1910, amount expended during fiscal year, for works of improvement ----------------------------------------------- 0, 423. 93 July 1, 1910, balance unexpended------------------------------- 26, 578. 66 July 1, 1910, outstanding liabilities--------------------- -- ------- 500. 00 July 1, 1910, balance available--------------------------------- a 26, 078. 66 (See Appendix L L 1.) 2. Operating and care of La Grange and Kampsville locks, Illinois River, and approaches thereto.-These locks and dams have been maintained and operated under the indefinite appropriation provided for in section 4 of the river and harbor act of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. (a) La Grange lock and dam.-The lock was closed to navigation from December 5, 1909, to March 7, 1910. There was expended dur- ing the fiscal year $7,473.66. Statement showing cost of operating and maintaining La Grange lock and dam, Illinois River, since its opening on October 21, 1889. Fiscal year-- Fiscal year- 1890----------------- $7,176.96 1901----------------- $4, 316. 74 1891------------------9, 275. 03 1902------------------ 6, 294.84 1892_----------------- 8, 004. 06 1903________ _____ 5, 902. 65 1893-------------- 4, 709.11 1904------------------5, 349. 90 1894 234.64 1-----------------0, 1905__________________ 5, 463. 68 1895------------------5, 786. 73 1906------------------6,370.16 1896 ------------------ 5, 124. 83 1907------------------ 6, 588. 27 1897---------- 9,802. 33 1908- 5, 936. 48 1898------------------ 6, 344. 37 1909------------------ 6, 892. 17 1899------------------6, 331. 15 1910---- -----7, 473.66 1900-------------- 5, 692. 07 (b) Kampsville lock and dam.--The lock was closed to navigation from December 5, 1909, to March 7, 1910. There was expended dur- ing the fiscal year $7,366.55. Statement showing cost of operating and maintainingKampsville lock and dam, Illinois River, since its opening, September 80, 1898. Fiscal year- Fiscal year-- 1894-----------------$4, 266. 09 1903 $-----------------5, 508. 81 1895------------------ 8, 201.96 1904 ------------------ 5, 127.04 1896-------- ------- 9, 257. 20 1905 ---------------- 5, 773. 63 1897------------ 10, 205.41 1906------------------ 6, 963. 61 1898------- 7, 223.31 1907------------------6, 471, 86 1899 -------------- 7, 048. 85 1908 7, 378. 08 1900_---- 6, 533.08 1909 6, 652. 42 1901------------------ 5, 338. 23 1910------------------ 7, 366. 55 1902 ------------------ 5, 785.21 (See Appendix L L 2.) 3. Illinois and Mississippi Canal, Illinois.-The object of the im- provement is to furnish a link in a navigable waterway from Lake a Of which $12,000 is available for dredging in Lake Depue under authority of the river and harbor act of June 25, 1910. RIVER AND HARBOR IMPROVEMENTS. 799 Michigan to the Mississippi River at the mouth of Rock River, Illinois. The canal has been located on the Rock Island route, approved by the Secretary of War October 27, 1888, as directed in the act of Con- gress of August 11, 1888. It proceeds from the Illinois River at its great bend, 1l miles above the town of Hennepin, Ill.; thence via Bureau Creek Valley and over the summit to Rock River at the mouth of Green River; thence by slack water in Rock River and a canal around the lower rapids of the river at Milan to the Mississippi River at the mouth of Rock River. The canal is to be at least 80 feet wide at the water surface, 7 feet deep, and with locks 170 feet long and 35 feet width of lock chamber, capable of passing barges carrying 600 tons (maximum) freight. A report upon the location, with detailed estimate of cost, of this canal was submitted June 21, 1890, and is printed in the Annual Report of the Chief of Engineers for 1890, page 2586. The river and harbor act of September 19, 1890, made the first appropriation for the construction of the canal, and directed work to be begun by the construction of one of the locks and dams in Rock River. In accordance with this act work was begun in July, 1892, near the mouth of Rock River, on the construction of a canal around the lower rapids of the river, and since that date has been prosecuted as rapidly as the appropriation of finds permitted. The river and harbor act of June 25, 1910, made provision for the construction of a lock in the dam in Rock River at the head of the feeder to said canal, in accordance with plan submitted in House Document No. 126, Fifty-sixth Congress, second session, at an esti- mated cost of $75,000. There has been expended on this work to the close of the fiscal year ending June 30, 1910, $7,459,035.50. The result of this expenditure has been: First. The acquisition of the right of way for 4 miles around the lower rapids of Rock River and the completion of 41 miles of canal there, involving the construction of 4+ miles of earthwork, 3 locks, 1 railroad and 2 highway swing bridges, 7 sluiceways and gates, 1 arch culvert, 2 dams, 1,392 feet long across the arms of Rock River, 3 lock-keepers' houses, 1 small office building, a thorough riprapping of the canal banks (not included in the original estimates), and con- struction by contract of Moline wagon bridge, at a cost of $25,000, which was also not included in the original estimate. Second. The acquisition of right of way for the main line and navigable feeder, completion of all railway and highway bridges, locks, culverts, aqueducts; execution of all earthwork and completion of dam and controlling works at head of feeder; construction of houses for lockmen, overseers, and superintendent; and part of the necessary blasting and dredging in Rock River pool. The canal was filled with water and formally opened to navigation October 24, 1907. Operating force has been organized and since January 1, 1908, the work has been maintained under the indefinite appropriation for operating and care of canals and other works of navigation, the completion of construction work progressing at the same time. 800 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The entire work embraced in the original project for the canal, as modified by subsequent projects and plans as the work has progressed, may be summarized as follows: Surveys and location upon the ground. Acquisition of right of way and fencing. Construction of-- 95.8 miles of earthwork. 67 highway bridges. 1 farm bridge. 3 ponton bridges. 8 railroad bridges. 9 aqueducts. 62 culverts. 33 locks. 9 sluiceways and gates. 3 dams. 46 houses. Outlet to Rock River. New highway on mile 16. Improvement of 8.5 miles of Rock River. Moline wagon bridge (not in original estimate). The work thus far completed may be summarized as follows: Surveys and location upon the ground. Acquisition of right of way and fencing. Construction of- 95.8 miles of earthwork. 67 highway bridges. 1 farm bridge. 8 railroad bridges. 9 aqueducts. 62 culverts. 33 locks. 34 sluice gates. 3 dams. 47 houses and 1 houseboat. New highway on mile 16. Moline wagon bridge. 1 ponton bridge. Part of dredging in Rock River. Emergency gates, mile 23. The work remaining to be done is the completion of bridge at Aqueduct 8, building ice runways at Aqueducts 1, 4, and 5, reinforce- ment of banks, grading and miscellaneous items, and dredging in Rock River Pool, and constructing lock in the dam in Rock River at Sterling, Ill. July 1, 1909, balance unexpended------------------------$100, 760. 59 Received from sales_---------------------------------------- 686. 80 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------ 75, 000. 00 176, 447. 39 June 30, 1910, amount expended during fiscal year, for works of improvement. ------------------------------------------ 57, 934. 72 July 1, 1910, balance unexpended--------------------------- 118, 512. 67 July 1, 1910, outstanding liabilities--------------------------- 2, 500. 00 July 1, 1910, balance available------------------------------- 116, 012. 67 (See Appendix L L 3.) RIVER AND HARBOR IMPROVEMENTS. 801 4. Operating and care of Illinois and Mississippi Canal.-This canal was formally opened to navigation October 24, 1907, and since January 1, 1908, has been maintained under the indefinite appro- priation of July 5, 1884, for operating and care of canals and other works of navigation, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. Work has consisted in organizing forces, patrolli ng banks, repair- ing and ditching, operating locks, maintaining and repairing struc- tures, rebuilding telephone line, building barges, maintaining and operating boats, remedying seepage conditions, removing sediment and deposits, clearing d6bris, testing, seeding, and revetting banks, installing telephone system, and repairing breaks. Rules and regu- lations for the operation of the canal were approved by the Secretary of War April 8, 1908. Several leases have been made with private parties for tracts on the right of way for commercial purposes. This canal was projected as a link in a 7-foot waterway to reach the Chicago district, a plan which has not yet been realized. The effect upon freight rates which was hoped for from this canal eighteen years ago has been largely realized from other causes, among which competition among railroads and larger train loads may be mentioned. There was expended on this work during the fiscal year the sum of $172,755.80, exclusive of $2,859.81 outstanding liabilities June 30, 1910. (See Appendix L L4.) EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Report dated September 17, 1909, on preliminary examination of Yahara River, Wisconsin, with a view to securing a channel 4 feet deep from Madison to Janesville, required by the river and harbor act of March 3, 1909, was duly submitted by the district officer. It was reviewed by the Board of Engineers for Rivers and Harbors, pur- suant to law, and was transmitted to Congress and printed in House Document No. 398, Sixty-first Congress., second session. The locality is not considered worthy of improvement by the General Government in the manner indicated. The local officer was also charged with the duty of making a pre- liminary examination and survey of Rock River, Illinois and Wis- consin, provided for by the river and harbor act of March 3, 1909, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE GRAND RAPIDS, MICHIGAN, DISTRICT. This district was in the charge of Maj. Charles Keller, Corps of En- gineers, to March 14, 1910, and of Maj. C. S. Riche, Corps of Engi- neers, since that date. Division engineer, Col. W. L. Fisk, Corps of Engineers. General statement as to the usual variationsin the level of the lake surface at all the harbors on the eastern shore of Lake Michigan.- The level of the lake surface varies considerably from time to time. At present its highest stage may be stated as about mean lake level, and obtains from the end of June to the middle of August. Its lowest 56932 0 --ENG 1910--51 802 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. stage is between 1.5 and 2 feet below mean lake level, and obtains with slight change from early in November to early in 'April. All depths at the various harbors in this report are referred to zero of gauge, which is 581.63 feet above mean tide at New York, and is the mean lake level above mentioned. 1. St. Joseph Harbor and River, Michigan.-These were formerly carried as separate works, but are now combined in consequence of a provision in the river and harbor act of June 13, 1902. (a) St. Joseph Harbor.-This harbor is formed by the junction of the St. Joseph and Paw Paw rivers and extends along the city front of St. Joseph, and in its original condition had a natural width of 800 feet, which has been reduced to 300 feet by wharves built upon the approved harbor lines. It has been under improvement by the United States since 1836, previous to which time there was a narrow and crooked channel with depths which varied from 3 to 7 feet. The original project of 1836 is not clearly known. Up to 1866 there were built 1,100 feet of north pier and 212 feet of south pier, which pro- tected a cut through the narrow tongue of land to the north of the old river mouth, the width between the piers being 240 feet, which became 257 feet through subsequent repairs. In all, $162,113 was expended upon this work. In 1866 the first definitely known project was adopted, and this proposed the extension of the south pier 200 feet for the purpose of facilitating the creation of a direct channel of 16 feet depth through the bar at the entrance. The project of 1866 was modified in 1874, 1875, 1880, and 1892, the changes having reference principally to the length and direction of the two piers. The Benton Harbor Canal, which is about 1 mile long and extends from the upper part of the harbor to the town of Benton Harbor, was taken over by the United States for the purpose of care, main- tenance, and improvement in 1880. In all, there was expended upon these various projects $503,113.23. The river and harbor act of March 3, 1899, adopted the present project, which is printed in the Annual Report of the Chief of Engi- neers for 1898, pages 2496-2498. This project provides for an en- trance channel 18 feet deep and for an interior channel 18 feet deep and 150 feet wide along the city front of St. Joseph, while the Benton Harbor Canal and the turning basin at the mouth of the St. Joseph River were to be dredged to 15 feet, the north pier extended 1,000 feet, and the south pier, upon a line parallel with the north pier, 1,800 feet. The width was to be 330 feet at the entrance, narrowing to 257 feet inside. The estimated cost of completion of the existing project was given in the above report at $380,000. Up to June 30, 1910, there has been expended upon the existing project $381,943.04, of which $78,849.66 was applied to maintenance. The operations during the fiscal year were all for maintenance, and have been as follows: The filling of the two entrance piers was restored by the addition of about 809 cords of stone; some damage caused to the south pier during this operation by the stone barge was repaired and paid for by the contractor. Some defective parts of the decking and plank walk on the two piers were repaired by day labor. Damage caused to the south pier August 31, 1909, by the steamer City of Traverse was repaired and the cost collected from the owner of the steamer. The shoal place in the Benton Harbor Canal below the mouth of the Paw Paw River was dredged to the depth of 17 feet, the interior harbor channel to a depth of 19 feet, RIVER AND HARBOR IMPROVEMENTS. 803 and the crossing of the outer bar to a depth of 20 feet. The basin in front of the light-house supply depot was deepened by the United States dredge at the expense of the Light-House Establishment. All new construction work and dredging to the proposed depth and width under the approved project have been completed, and present operations are confined to maintenance. The north pier and revetments measure 2,854 feet, 2,183.5 feet being cribwork and 670.5 feet pile work. At the east end a wing 165 feet long connects it with the dock of the United States light-house depot. The south pier is 2,623 feet long, 1,800 feet being cribwork and 820 feet pile work. These structures are in fair condition, except the 165 feet of wing at east end of north pier. The completion of the approved project has resulted in a through channel of largely increased width, depth, and general availability. The channel is, however, subject to deterioration due to sand brought down by the St. Joseph and Paw Paw rivers during the annual floods, and has required and will continue to require repeated dredg- ing for its maintenance. The available depths on April 21, 1910, were as follows: In the outer approach, 20 feet; between the piers and in interior harbor from entrance piers to mouth of Benton Harbor Canal, 19 feet; and in Benton Harbor Canal, 15 feet. The lake commerce during 1909 amounted to 154,825 short tons, valued at $15,044,725,.of which about 70 per cent was local and 30 per cent through traffic. The total number of passengers carried was 266,215, and the number of vessel arrivals and departures was 1,345. The principal traffic benefited by this improvement is the trans- portation of manufactured products, the fruit traffic, and the carrying of passengers, including excursionists. All classes of traffic show continuous growth. One line of steamers, during the summer, runs from two to four boats daily, some of these being of great size, and another line makes daily trips across the lake. The vessel freight rates to Chicago are about 14 per cent less than the corresponding railroad rates. The available balance of funds is sufficient for the probable amount of required dredging and for the maintenance of the works in service- able condition until June 30, 1912, and therefore no estimate for addi- tional funds is presented. House Document No. 307, Fifty-fifth Congress, second session, reproduces a map accompanying the present revised project, which is not republished in the Annual Report of the Chief of Engineers for 1898. (b) St. Joseph River.-This is a crooked stream, obstructed by numerous shoals, with depth in channel crossings of from 24 to 30 inches. The intervening pools are generally from 4 to 8 feet deep. The part under improvement is from the mouth at St. Joseph to Berrien Springs, a distance of about 22 miles by river. The improve- ment of this section to make a low-water channel 3 feet deep has been in progress since 1889, and consists in removing snags and logs and closing secondary channels, and in concentrating the flow at critical points by dams of brush, logs, and stone. The amount expended to June 30, 1910, was $6,246.26, of which $4,555.49 was for construction and $1,690.77 for maintenance, as a result of which many of the worst places of the stream had been improved to the required extent, 804 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There were no expenditures on account of this improvement during the fiscal year ending June 30, 1910. Operations on the St. Joseph River usually comprise a small amount of wing-dam construction, and the removal of overhanging trees and snags by a force of hired laborers. The money on hand will be expended in maintenance and contin- gencies. No appropriation is asked for improvement, as the funds on hand are believed to be sufficient for the next two years' operations. The traffic benefited by this improvement is a very limited one, two gasoline launches being employed to carry passengers (almost ex- clusively summer tourists) between St. Joseph and summer resorts as far as 12 miles up the river. No freight was carried in 1909. The number of passengers carried in 1909 was 7,200. ST. JOSEPH HARBOR. July 1, 1909, balance unexpended------------------------------ $29, 116.96 Miscellaneous receipts-------------------------------- 39. 83 29, 156. 79 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------- 9, 767.53 July 1, 1910, balance unexpended_---------------------------- 19, 489. 26 ST. JOSEPH BIVER,. July 1, 1909, balance unexpended---------------------------- $1, 003.74 July 1, 1910, balance unexpended ---------------------------- 1, 003. 74 CONSOLIDATED. July 1, 1909, balance unexpended--------------------------- $30, 120. 70 Miscellaneous receipts--------------- ----------------------- 39. 83 30, 160. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------ ----------------------- 9, 767. 53 July 1, 1910, balance unexpended---------------------------- 20, 393.00 (See Appendix M M 1.) 2. South Haven Harbor, Michigan.-This harbor is situated at the mouth of Black River. Improvements were begun in 1867, at which time there existed a channel 7 feet deep and 85 feet wide between slab piers. These piers had been built by residents of the vicinity, at a cost of about $18,000. The banks of the river for 500 feet on each side had a rough protection of close piling. The project of 1866, as modified in 1869, 1872, and 1888, provided for constructing parallel piers and revetments 175 feet apart at the mouth of Black River, with the object of procuring a channel 12 feet deep and extending the navigable channel one-half mile up Black River to the highway bridge by dredging. The act approved March 3, 1905, adopted a project for pier exten- sion and dredging to a depth of 16 feet, at an estimated cost of $279,370, and $10,000 annually for maintenance. (See H. Doc. No. 119, 58th Cong., 2d sess.) The law provided, however, that none of the $50,000 appropriated for the improvement should be used, except for maintenance of existing channels, until proper dock lines had been established and suitable bulkheads built along these lines by the city of South Haven or by the riparian owners, and the property lying on RIVER AND HARBOR IMPROVEMENTS. 805 the channel side of these dock lines had been deeded to the United States free of cost. By joint resolution of Congress approved June 29, 1906, $10,000 of the appropriation of March 3, 1905, was made immediately avail- able to afford a 16-foot depth in the channel. This sum was expended prior to June 30, 1907. The act of March 2, 1907, appropriated $40,000 and that of June 25, 1910, a further sum of $50,000 for this harbor, subject to restric- tions similar to those imposed by the act of 1905. The total expenditure to June 30, 1910, was $363,252.46, of which $187,714.39 was expended for construction and $175,538.07 for main- tenance. This expenditure includes the $10,000 made available by joint resolution of Congress of June 29, 1906, but may otherwise be properly assigned to the original project and its modifications, work under the project of March 3, 1905, not yet having been commenced. The needed width and depth of channel at entrance and inside were restored by dredging in July, 1909, and again in April and May, 1910. The available depths upon completion of the last dredging were 20 feet on the outer bar, 17.2 feet between piers at entrance, 16.2 feet farther inside, and 15 feet in the inner harbor in a narrow channel. The filling in the piers was replenished by the addition of about 302 cords of stone. No work has as yet been done upon the present project. The estab- lishment of harbor lines as required by the project has been com- pleted, and it is known that the city of South Haven has entered upon the construction of bulkheads along these lines. Reasonable assur- ances have also been received that deeds for the required property are being prepared. The water-borne commerce at this port is about 73 per cent local and 27 per cent through traffic. In 1909 there were 497 vessel arrivals and departures, with 14,763 short tons of cargo, with an estimated value of $1,324,780. The total number of passengers carried in 1909 was 145,225. The project of 1888, restricting, as it does, the draft of vessels to 12 feet, imposes such limitations upon their size that the improvement has to-day a diminished effect on freight rates. Until a uniform depth of 16 feet has been made available, the use of the harbor will be confined largely to passenger vessels carrying in addition small quantities of miscellaneous freight and fruit. Even in its present unsatisfactory condition, vessel freight rates to and from Chicago are 13 per cent less than the corresponding railroad rates. It is evident that the conditions prescribed by the new project will be complied with in the near future, and the time has come, therefore, to arrange for the beginning of operations under that project. Ac- cordingly it is proposed to apply the available funds as follows: For dredging to widen and deepen the new harbor in conformity with the new project--------------- -------------------------- $54, 000 For repairing the interior portions of the north pier---------------- 32, 000 and to reserve the balance for emergencies and contingencies. All this work can be done during the calendar year 1911. In view of the large balance of funds on hand, no estimate is sub- mitted for further appropriation for the year 1912; but in order that there may be no delay in the prosecution of the improvement when the prescribed conditions have been fully complied with by 806 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the local interests, it is recommended that a continuing contract be authorized in the amount required for the completion of the project, namely, $198,000. The Annual Report of the Chief of Engineers for 1904, pages 3056-3069, and House Document No. 119, Fifty-eighth Congress, second session, contain in full the report relating to the existing project. A map of the harbor is attached to the House document. July 1, 1909, balance unexpended-------------------------- $58, 698.12 Amount appropriated by river and harbor act approved June 25, 1910------------------ ---------------------------- 50, 000. 00 108, 698. 12 June 30, 1910, amount expended during fiscal year: For works of improvement$---------------------461.31 For maintenance of improvement 12, 051.80 12, 513. 11 July 1, 1910, balance unexpended---------------------------- 96, 185. 01 July 1, 1910, outstanding liabilities ----------------------------- 24.00 July 1, 1910, balance available__-----------------------------_ 96, 161, 01 Amount (estimated) required for completion of existing project-- a 198, 000. 00 (See Appendix M M 2.) 3. Harbor at Saugatuck, and Kalamazoo River, Michigan.-Before the work of improvement was begun by the United States, in 1869, this harbor, which is at the mouth of Kalamazoo River, had been improved by local enterprise by the construction of slab piers 200 feet apart, the north pier being 500 feet long and the south pier 1,575 feet. The channel depth varied from 5 to 7 feet. The present proj- ect for the old harbor at the mouth of the river was adopted in 1867 and amended in 1869, 1875, and 1882. At the old harbor there is a north pier 715 feet long, which is entirely unserviceable; separated from the pier by a long stretch of unprotected bank there is a north revetment, partly destroyed and partly covered by sand. The south pier is 3,863 feet long and is practically ruined. Frequent dredging was required for maintenance of an 8-foot channel. Appropriations after 1882 were too small to keep the piers in proper repair. To June 30, 1906, $207,785.92 had been expended, of which $90,231.99 w'as for construction and $117,553.93 for maintenance, and as no further expenditures will be made on old harbor, the balance unexpended July 1, 1906, $9,453.08, was diverted to improvement of new harbor. At the present time the upper end of the old channel is entirely filled with sand. The existing project for the new harbor was adopted by the river and harbor act of June 3, 1896. It provides for creating a channel of 12 feet depth and navigable width by dredging the river for a dis- tance of 11 miles below Saugatuck, and thence making a new cut from the river to the lake, entering the latter about 3,700 feet north of the original mouth at the old piers. The original estimate for the work was $150,000, but authority was granted on May 31, 1900, to increase this to $250,000. The river and harbor act of March 2, 1907, authorizes the maintenance of a harbor channel of sufficient * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 807 depth to allow the free use of the government dredge General Gilles- pie, viz, 16 feet. The present project was modified by the river and harbor act of June 25, 1910, so as to provide for dredging a channel from the inner ends of the piers to Saugatuck to a depth of 16 feet below mean lake level and a width of about 90 feet, at an estimated cost of $36,000, and to maintain the whole improvement for a period of five years after the 16-foot channel has been obtained, the desirability of con- tinuing or abandoning the harbor to be then determined. To June 30, 1910, $282,133.83 had been expended under the existing project, $233,403.75 for construction and $48,730.08 for maintenance. The dredging begun June 29, 1909, was completed August 20 and resulted in a depth of 18 feet at the entrance, 16 feet between the piers, and 14 feet in the river. At the opening of navigation, 1910, the available depth at the entrance was found to have been greatly reduced and between May 24 and June 11 1910, the government dredge again restored a depth of 18 feet on the outer bar and 16 feet between the piers. The inner end of the north revetment having been undermined by the current it was strengthened by driving a number of additional piles and securing the work to same by screw bolts and tie rods. Some defects in the screw bolt and tie rod fastenings in the outer portions of the piers were also removed. The pier and revetment construction provided for by the approved project have been completed; further operations will be confined to the dredging of the 16-foot channel to Saugatuck and to maintenance. The harbor is near a very prosperous fruit region, and the fruit traffic has been its principal source of business. Saugatuck is but 8 miles south of Holland, with which it is now connected by a trolley road, and about 17 miles north of South Haven. Holland and South Haven both command other sources of business than the fruit traffic, and bid fair to increase in importance through the fact that they are termini of railroad lines. The vessel freight at this harbor for the calendar year 1909 was 8,667 short tons, valued at $439,237, and was entirely local in char- acter. The number of passengers carried was 14,608 and the total number of vessels arrivals and departures was 750. The funds remaining from previous appropriations are exhausted. The new appropriation provides $20,000 for maintenance and con- tinuing improvement in accordance with report submitted in House Document No. 635, Sixty-first Congress, second session. It is pro- posed to apply this sum as follows: Reserve $4,000 for dredging for the maintenance of channel between the piers and at entrance during the season of 1911. The inner end of the north revetment has suffered severe damage by undermining and for its security requires an ex- tension of about 150 feet to shore, protection on channel side by brush mat and riprap and protection of the natural bank above the revet- ment for a length of 100 feet. The estimated cost of this work is $6,000. This will leave the amount of $10,000 to be applied to be- ginning the dredging for the creation of a channel 16 feet deep and 90 feet wide from the inner ends of the piers to the town of Sauga- tuck. For the fiscal year ending June 30, 1912, the following ap- propriation is recommended: For completing the dredging required 808 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. by the new project $26,000; for maintaining the channel between the piers and at the entrance $4,000; total $30,000. The Annual Report of the Chief of Engineers for 1896, pages 2741-2743, and House Document No. 192, Fifty-fourth Congress, first session, contain in full the report pertaining to the adopted project for the proposed change in the location of this harbor. The House document contains also a map of the locality. Report of the examination and survey authorized by the river and harbor act of March 3, 1909, is printed in House Document No. 635, Sixty-first Congress, second session. July 1, 1909, balance unexpended------------------------------$10, 369. 90 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 20, 000. 00 30, 369. 90 June 30, 1910, amount expended during fiscal year, for maintenance of improvement -- -------------------------- 8,350. 60 July 1, 1910, balance unexpended__________________________ 22, 019. 30 July 1, 1910, outstanding liabilities , 275. 99 1-------------------------- July 1, 1910, balance available_______________________________ 20,743. 31 Amount (estimated) required for completion of existing project --_ a 26, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ---------_ a 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 M 3.) 4. Holland Harbor, Michigan.--When improvement was begun in August, 1867, by the United States there existed a narrow channel 5 feet deep between piers built of brush and of irregular cribs. These had been constructed by the harbor commissioners of the adjoining town of Holland. A project was adopted in 1867 and amended in 1873, 1879, 1884, and 1892, this project providing in general terms for a channel 12 feet deep between piers and revetments 160 feet to 213 feet apart. From 1867 to 1880 there were built by the United States piers and revet- ments aggregating 1,854 feet on the north side and 1,691 feet on the south side. Since the latter date there have been no additions to these structures, except, in 1889, a length of 160 feet of pile pier on the south side, designed to close a gap in the existing structure. Upon this project there was expended up to March 3,1899, $304,217.30, of which $127,597.50 was for maintenance. The end cribs of the piers were wrecked by storms and they were removed in September, 1908. As a result, the length of the north pier at present is 1,808 feet and that of the south pier 1,639 feet. The present project was adopted in 1905 and modified in 1907. It provides for a channel 16 feet deep, protected on the outside by two converging piers 300 feet apart at the outer end and 740 feet apart at the inner end, and on the inside by piers and revetments having a clear distance of about 205 feet at the outer end and of 162 feet at the narrowest place inside, the inner ends of the converging portions to be connected with the old piers of the inner channel by stone- a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 809 filled pile structures. The project also provided for extensive repairs of the existing works. The estimated cost was $240,000. From March 3, 1899, the date of adoption, to June 30, 1910, there was expended on this project and its modifications $426,207.77, of which $111,199.78 was for maintenance. The work under the continuing contract of October 11, 1905, for the construction of two converging pier extensions and of the con- nection of their inner ends with the outer ends of the old interior piers, was completed July 10, 1909, and the repairs of about 340 feet of the outer portion of the interior south pier, which were in progress at the beginning of the fiscal year, were completed August 27, 1909; this comes under the head of new work. TUnder the head of maintenance, portions of the interior piers were refilled with stone and 3,568 tons of additional riprap were placed around the outer converging piers. The channel between the piers and in the entrance basin was dredged in July, 1909, and again in March, 1910, the resulting depth upon completion of the dredging being 18 feet. The works provided for by the approved project are completed, but the outer end wall of the south converging pier has been found seri- ously damaged from some unknown cause and the lake wall of the north converging pier has been run into by a vessel and repairs will have to be made. This harbor is relatively an important one, being the terminus of one of the lines of and one of the principal stations of the main line of the Pere Marquette Railroad Company and the terminus of the Grand Rapids, Holland and Chicago Electric Railway, which here connect with a line of steamers. These, during the season of naviga- tion, when the condition of the harbor permits, run regularly to Chi- cago. The passenger business is especially important, but there is also profitable freight traffic. The vessel freight of this harbor has increased from 622 arrivals and departures, with 21,450 short tons, in 1904, to 774 arrivals and departures, with 70,233 short tons, valued at $11,445,418, in 1909. The total number of passengers carried in 1909 was 66,000. The commerce at this port is about 44 per cent local and 56 per cent through traffic. Vessel freight rates to and from Chicago are about 15 per cent less than the corresponding railroad rates. The funds available from previous appropriations are $13,000 and it is proposed to apply this amount as follows: For repairing the outer end of the south converging pier $1,500, and to reserve the bal- ance for maintenance by dredging and general repairs until June 30, 1911. The new appropriation provides $12,000 for maintenance. It is presumed that this appropriation is based upon the estimate in the last annual report of $24,000 for riprap on the outer portions of the piers and it is proposed to apply it for that purpose. For the fiscal year ending June 30, 1912, it is recommended that $12,000 be appro- priated to complete the amount estimated for additional riprap and $4,000 for dredging to maintain the required depth of channel, mak- ing a total of $16,000 for maintenance. The report upon which the present project is based is published in full in the Annual Report of the Chief of Engineers for 1897, pages 2950, 2951; and the Annual Report for 1905, pages 2176, 2177, con- tains a drawing and description of the adopted plan. 810 REPORT OF- THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended----------------------------$57,716. 74 Amount appropriated by river and harbor act approved June 25, 1910---------_-------------------------------------12, 000. 00 69, 716. 74 June 30, 1910, amount expended during fiscal year: For wQrks of improvement 26, 875. 62 $-------------------- For maintenance of improvement---------------- 17, 400. 07 44, 275. 69 July 1, 1910, balance unexpended---------------------------- 25, 441.05 July 1, 1910, outstanding liabilities ------------------------------- 4. 08 July 1, 1910, balance available_-_ ---------------------------- 25, 436. 97 Amount required for expenditure in fiscal year ending June 30, x912, for maintenance of improvement 1--------------------------- d16, 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 M 4.) 5. Grand Haven Harbor, Michigan.-This harbor is at the mouth of Grand River, the largest river in the State of Michigan. Before any work had been done the natural depth at the mouth of the river varied from 9 to 12 feet, with greater depths in the inner reaches. In 1857 the Detroit and Milwaukee Railroad Company (Grand Trunk), whose western terminus is at the town of Grand Haven, built a pile pier 3,185 feet long upon the south side of the entrance, and also revetted, by means of close piles, portions of the bank upon the north side of the river. In 1866, when work by the United States was begun, the pile pier had been partly destroyed by fire and by storms. The available depth was 13 feet. The present project was adopted in 1866 and amended in 1868, 1880, 1890, and 1892. It provides for the construction of parallel piers and revetments 400 feet apart, with the object of creating an entrance channel 18 feet deep at an estimated cost of $804,366.15. The amendments to the original project did not materially change its original purpose, the changes being principally in the proposed length of the piers and revetments. To June 30, 1910, there had been expended upon the existing project the sum of $901,300.30, of which $542,976.82 was for con- struction and $358,323.48 for maintenance. The work of refilling with stone parts of the two piers and rip- raping the interior portions of the south revetment, which was begun under an emergency contract in,November, 1908, was completed July 14, 1909. The channel across the outer bar and at the entrance was dredged by the government dredge November 26-30, 1909, and December 22 to January 4, 1910, and on June 17, 1910, an available depth of 19.4 to 22 feet was found on the outer bar and a depth of 20 feet between the piers. A contract for repairing parts of the south revetment was entered into May 11, 1910, and at the end of the fiscal year the contractor was completing his arrangements for be- ginning operations. The remains of an old scow were removed by government plant from the site of the work to be done under this contract. *Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 811 The proportion of the approved project completed to June 30, 1909, is 93 per cent, the linear extent of the structures so far built being 3,538 feet in the north pier and 5,774 feet in the south pier. In order to complete the project 250 feet of pier extensions are required at an estimated cost of $40,000. Even when there is no extraordinary freshet in Grand River, a central bar persists in forming from year to year beyond the entrance to this fine harbor and seriously impairs its usefulness. Consequently it is fortunate that there is a government dredge at hand to promptly furnish relief at any time. This harbor has for years been one of considerable importance. It is the western terminus of the Detroit, Grand Haven and Milwaukee branch of the Grand Trunk Railroad. in connection with which is run throughout the year two lines of steamers to Milwaukee. In addi- tion there is one line with regular and frequent scheduled trips to Chicago. All three lines do a large passenger and a very consider- able freight business, especially during the season of fair weather. The water-borne commerce at this port is mostly general in char- acter, and has increased from 1,151 arrivals and departures with 155,854 short tons in 1900, to 2,932 arrivals and departures with 559,700 short tons of cargo, valued at $54,189,483, in 1909. The local freight rates from Grand Haven to Chicago by vessel are about 15 per cent lower than the corresponding rates by railroad. The balance available from previous appropriations, and after accounting for present contract liabilities, is about $62,000. Of this amount about $33,000 are estimated required for filling the structures, now under contract to be repaired, and for removing old structures, which are to be replaced by the new work. Of the balance $5,000 will be reserved for dredging to June 30, 1911, and $10,000 for con- tingencies. The new appropriation provides $10,000 for maintenance; this amount, together with the balance remaining from previous ap- propriations, a total of $24,000, it is proposed to apply to repairing part of the north pier. The annual report for 1909 estimates re- quired for repairs to existing works $53,000; of this amount there is now, including the new appropriation, available $24,000, leaving $29,000 still to be appropriated for this purpose. In addition $5,000 should be made available for dredging, making the total amount to be appropriated for the fiscal year ending June 30, 1912, $34,000, for maintenance. The latest map of this harbor is found in the Annual Report of the Chief of Engineers for 1890, page 2650. The report on the survey of Grand Haven harbor to the east end of Fulton street, and including channel into Spring Lake, ordered by the Secretary of War in compliance with the provisions of the river and harbor act approved March 3, 1909, has been delayed in the ex- pectation that the authorities of Grand Haven would furnish satis- factory legally binding pledges that public dock and transfer facili- ties would be provided if an improvement such as that contemplated were recommended. Under authority of the Secretary of War, dated January 31, 1910, steps have been taken to acquire, through condemnation proceedings, possession of a narrow strip of land bordering upon the basin back of the inner portion of the south- pier, to be used for storage and repair purposes for the Grand Rapids district. 812 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended_ _____-____-- - _ $143, 874. 95 Amount appropriated by river and harbor act approved June 25, 1910 _--- 10, 000. 00 153, 874.95 June 30, 1910, amount expended during fiscal year, for maintenance of improvement___-...-. ________________ 20, 232. 18 July 1, 1910, balance unexpended--_____----- ________ ________ 133, 642. 77 July 1, 1910, outstanding liabilities --------------------- 82. 03 July 1, 1910, balance available ---------- ______________ 133, 560. 74 July 1, 1910, amount covered by uncompleted contracts ------------ 55, 616. 64 Amount (estimated) required for completion of existing project__ a 40, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__________------------- a 34, 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 M 5.) 6. Grand River, Michigan.-Before any work of improvement was done upon this stream the depth in the crossings over some of the bars did not exceed 2 feet. Between 1881 and 1886 the sum of $50,000 was expended in secur- ing, by dredging, narrow channels through these bars with a depth of about 4 feet. No further work was done until 1896, but even then, at the expiration of over ten years, traces of the dredged cuts were still apparent. The former project, upon which work was begun in May, 1897, was adopted by the river and harbor act of June 3, 1896, and is based upon a report upon examination and survey reprinted in Annual Report of the Chief of Engineers for 1892, pages 2369 to 2395. The project contemplated dredging a channel a distance of 38 miles from Grand Haven to Grand Rapids, with a depth of 10 feet and a width of 100 feet. The project also proposes the use of contraction works wherever necessary to increase the effect of the dredging or to render it more permanent. The original estimated cost of project adopted in 1896 was $670,- 500; but the project may be said to have been modified by act of June 13, 1902, and the cost increased to not less than $774,000. The act of March 3, 1905, modified the former project by adopting the report submitted in House Document No. 216, Fifty-eighth Con- gress, second session, and by providing that no portion of the money appropriated shall be used in providing a turning basin in the city of Grand Rapids. The report referred to above recommends, on pages 4 and 5, that a channel of 6 feet depth and 100 feet width be adopted for the improvement. The estimate in the report for a 6-foot channel 100 feet wide from Fulton street, in Grand Rapids, to Grand Haven, Mich., prepared from data furnished by the district officer, is $327,000 in addition to available plant and funds. This, together with the sum of $171,791.40 already expended toward the completion of a 6-foot channel, makes the total estimated cost of the existing project $601,791.40. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 813 To June 30, 1910, the sum of $432,485.94 had been expended in dredging 2,728,624 cubic yards of sand, clay, cobblestones, etc., in building 132,625 linear feet of training walls, and in the purchase and maintenance of plant. This sum includes $32,459.85 expended for maintenance of contraction works and $18,545.87 for maintenance of completed 6-foot channel. All work upon the river is carried on by use of a plant belonging to the United States operated by hired labor. During the year the operations for construction have been confined to the portion of the river above the Lake Shore and Michigan Southern Railway bridge, which is now completed with the exception of about 1,800 feet near this bridge and about 5,400 feet in the city of Grand Rapids, which have now a depth of 6 feet for widths of 40 to 90 feet. Below the above bridge the proposed channel has been completed with the exception of two stretches with a total length of about 1,800 feet wherein the dredged channel had a width of not less than 80 feet. Operations for maintenance have been confined to restoring the channel across several short bars in the portion of the river between the mouth of Bass River and Grand Haven. The approved project has been about 95 per cent completed. The present available depths from Grand Rapids to the mouth of Bass River vary from about 4 feet to 6 feet, and thence to Grand Haven there is not less than 6 feet. The project is naturally one of constant repair and maintenance. The completed channel constantly fills up and will require dredging as in the past if the 6-foot depth is to be maintained. High water ordinarily occurs in the early spring, and is from 12 to 18 feet above low water in the neighborhood of Grand Rapids. In the lower part of the river the difference between the high and low stages becomes less, and at the mouth it is inconsiderable. The commerce involved must be stated as insignificant. A line of two new boats (each 219 tonnage and 700 passenger allowance), called the Grand Rapids and Lake Michigan Transportation Com- pany, was put in operation four years ago between Grand Rapids and Grand Haven, but failed to find business, and the boats were sold and removed from the river. There is no commerce on the 23 miles of improved river between Grand Rapids and Bass River, but below Bass River there are two small tugs engaged in towing gravel to Grand Haven and one gasoline boat making regular trips. The freight carried in 1909 amounted to 34,728 short tons, valued at $22,965, of which 6,000 tons were logs in rafts and 28,410 tons gravel towed on scows. The improvement has no effect on freight rates, and it is improb- able that it ever will have, since the better facilities afforded by the competing interurban electric lines to Holland, Grand Haven, and Muskegon have served to divert to them freight shipped by vessel to and from Ohicago, which might otherwise have been regarded as peculiarly tributary to a line of steamers running between Grand Rapids and Grand Haven and connecting at the latter place with translake steamships. The available balance is about $31,000, of which $12,000 are to be applied to the purchase of land at Grand Haven Harbor for storage and repair purposes in accordance with authority from the Chief of Engineers of January 31, 1910, leaving $19,000 available for actual 814 REPORT OF THE CHIEF OF ENGINEElRS, U. S. ARMY. work on the river. With this amount it is proposed to complete the proposed project from the lower end to about the city limits of Grand Rapids, the work to be done during the fiscal year ending June 30, 1911. The channel inside the city limits has not been completed, and without considerable expense for restoration and modification the existing plant would not be suitable for this work; in the absolute absence of any probability of any commercial use being made of this portion of the river, within at least the next few years, it is not deemed advisable to incur this great expense. The lower portion of the river, however, is used for a limited amount of commerce. Reference to report on examination made in compliance with act of March 2, 1907, may be found on page 715 of report for 1908. July 1, 1909, balance unexpended____________________-______ $42, 115. 49 June 30, 1910, amount expended during fiscal year: For works of improvement__ ------- $7, 616. 98 For maintenance of improvement -------------- 3, 368.30 10, 985. 28 July 1, 1910, balance unexpended 31, 130. 21 .------------------------- July 1, 1910, outstanding liabilities __ ___________-____1, 342. 54 July 1, 1910, balance available___________- -_____________29, 787. 67 Amount (estimated) required for completion of existing project___ a 149, 000. 00 (See Appendix M M 6.) 7. Muskegon Harbor, Michigan.-This harbor is the outlet of Mus- kegon River, one of the largest in Michigan, which before emptying into Lake Michigan expands into Muskegon Lake. The channel between the lakes in 1867, before operations were begun by the United States, was 3,000 feet long and about 12 feet deep, except at the entrance, where the depth was 11 feet and the channel fluctuating. By private enterprise the entrance had been protected by converging slab piers. The original project was adopted in 1866 and amended in 1869, 1873, 1881, 1884, 1890, and 1892. To June 30, 1902, there had been expended upon this project the sum of $526,293.36, of which $388,218.42 was for construction and $138,074.94 for maintenance, and there had been constructed a north pier and revetment 2,780 feet long and a south pier and revetment 4,402 feet long, protecting a channel varying in width from 308 feet at the entrance to 167 feet inside and having a proposed depth of 15 feet. The existing project, adopted by the act of June 13, 1902, provides for widening the channel to 300 feet and deepening it to 20 feet from Lake Michigan to Muskegon Lake. This involved the removal of the narrowing portion of the north pier and revetment, the reconstruc- tion of the same on new line, the extension of both revetments to Muskegon Lake, and the outward extension of the two piers by an aggregate amount of 550 feet. The estimated cost was $380,000. From July 1, 1902, to June 30, 1910, there was expended upon the existing project the sum of $270,911.70, of which $167,904.30 was for construction and $103,007.40 for maintenance. The operations during the fiscal year were as follows: The spiking of the lower guide timbers in the construction of the 1,200 feet of a Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 815 north revetment refererd to in Annual Report for 1909 was com- pleted August 25, 1909. The dredging under contract for widening and deepening the channel to present end of the north revetment and deepening it beyond to Muskegon Lake, begun June 8, 1909, was com- pleted September 11, 1909. All the above operations come under the head of new work. Under the head of maintenance, the superstruc- ture over 352 feet of the north pier outside of the shore line was re- built, and the adjacent portion, 50 feet in length, was repaired; 565 feet of the south revetment was strengthened by a row of anchor piles, with tie rods, in the rear; the inner'end of the north revet- ment, where undermined, was strengthened by some additional piles; repairs were made to the deck of the projecting portions of both piers, and slight repairs were made to sheet pile structures by tight- ening screw bolts and securing the tops of loose piles. The United States dredge Meade was employed at the harbor December 1-21, 1909, maintaining and restoring the required depth. The channel wall of north pier was repaired where damaged by a vessel, and the cost has been collected from the owner, through the district attorney. The present project is about 63 per cent completed. The length of the completed pier and revetment construction at the present time is 4,150 feet on the north side and 4,710 feet on the south side of the channel, and the maximum draft on June 30, 1910, was 20 feet. Commerce at this port for 1909 comprised 1,095 arrivals and departures, with 115,746 short tons of cargo, valued at $6,580,759, and was mostly local in character. The local freight rates from Muskegon to Chicago by vessel are about 15 per cent lower than the corresponding rates by railroad. The completion of the project will require 550 feet of pier exten- sion, the remainder of the dredging in the channel between the piers so as to afford 300 feet width and 20 feet depth and the extension of the revetments on the north side of the channel 1,100 feet to Muske- gon Lake, estimated to cost $124,750. The available balance at the present time is $4,000, and the river and harbor act of June 25, 1910, appropriated $70,000 for continuing improvement and for maintenance, and it is proposed to apply this amount to the completion of the north revetment, the dredging the full depth and width of the channel, and to the maintenance of the channel by dredging during the fiscal year ending June 30, 1911, as indicated in the Annual Report for 1909. The completion of the approved- project will require 550 feet of pier extension, estimated to cost $66,000; in addition there should be provided $5,000 for main- tenance of the channel by dredging and $5,000 for incidental repairs. The amount recommended to be appropriated for the fiscal year ending June 30, 1912, is $10,000 for maintenance. During the season of navigation two lines of steamers regularly use this harbor, which is a terminus of three important railroad lines. Their business is a substantial one, and with increased facilities should grow considerably. A general freight and passenger business is done, and in the summer months this is largely augmented by the fruit and the resort traffic. Muskegon Lake itself is a magnificent harbor, 5 miles long and about 11 miles wide, with depths varying from 30 to 40 feet. When readily accessible, this will be an excellent harbor of refuge. 816 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The Annual Report of the Chief of Engineers for 1901, pages 3131- 3134, and House Document No. 104, Fifty-sixth Congress, second session, contain in full a report upon which the approved project is based. A map showing the harbor and the outlines of the above project accompanies the document mentioned. It is reported that the project has had a marked influence in pro- viding transportation facilities for commodities at reduced rates. A report upon a preliminary examination of Muskegon Harbor, made in pursuance of the requirements of the act approved March 3, 1909, was transmitted to Congress December 6, 1909, and is printed in House Document No. 210, Sixty-first Congress, second session. July 1, 1909, balance unexpended__--------------------------- $52, 676. 00 Miscellaneous receipt-___------------------- 13. 67 Amount appropriated by river and harbor act approved June 25, 1910 - ----------------------------------------------- 70, 000.00 122, 689. 67 June 30, 1910, amount expended during fiscal year: For works of improvement--------------------$30, 243. 50 For maintenance of improvement-- ------------ 18, 027. 56 a 48, 271. 06 July 1, 1910, balance unexpended----------------------------74, 418. 61 Amount (estimated) required for completion of existing project-_ - 66, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement----------------------------b 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 M 7.) 8. White Lake and Pentwater harbors, Michigan.-These harbors were formerly carried as separate works, but are now consolidated in consequence of a provision in the river and harbor act of June 13, 1902. (a) White Lake Harbor.-When the present project was adopted, the natural outlet of White Lake, about 3,550 feet north of the pres- ent entrance, afforded a channel 5 feet deep and 125 feet wide between slab piers built by local enterprise. The approved project provided for the abandonment of the old outlet and the creation of a new one, 12 feet deep and 200 feet wide, between piers and revetments. This project was adopted in 1866, amended in 1873, 1884, and 1892, the present amended estimated cost being $353,550. The various amendments to the original project have not altered it materially, as they relate principally to the length of the proposed piers and revetments. The provision in the act approved March 2, 1907, that " the Secretary of War is authorized to dredge the channel at Pentwater to the depth of 16 feet and to dredge the channel at White Lake to sufficient depth to allow the free use of the government dredge Gillespie," may be said to have changed the project to one of 16-foot depth and 200 feet width between piers and revetments. a Exclusive of $15.17, refundment of overpayment, which has been deducted from expenditures during the fiscal year. b Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 817 To June 30, 1910, there was expended upon the existing project the sum of $357,375.85, of which $207,862.44 was for construction and $149,513.41 for maintenance. The operations during the year have consisted in refilling parts of the piers with stone and in dredging for the restoration of the re- quired depth, both under emergency contracts. The above work comes under maintenance. The proportion of the approved project completed to June 30, 1910. is about 91 per cent. The existing constructions consist of a north pier and revetment 1,715 feet long, and of a south pier and revet- ment 1,953 feet long, and the natural depth of channel between them is about 10 feet. Periodical dredging is necessary to secure and maintain a depth of 16 feet. The maximum.draft that could be carried over the shoalest part of the channel at the end of the fiscal year was 13 feet. In 1909 there were at this harbor 134 arrivals and d'epartures, with 11,580 short tons of cargo, valued at $286,822, and entirely local in character. The total number of passengers carried in 1909 was 15,000. The local freight rates by vessel from White Lake to Chicago are about 15 per cent less than the corresponding rates by railroad. The harbor is but 10.5 miles north of Muskegon. The available balance from previous appropriations and allotments for use at this harbor is $17,000. It is proposed to expend this amount as far as it may reach in maintaining a practicable channel depth by dredging. White Lake Harbor is considered unworthy of improvement by the United States, and it is recommended that fur- ther appropriations for the harbor be discontinued. The last published map of the locality is contained in the Annual Report of the Chief of Engineers for 1884, page 1982. Report of the preliminary examination made in compliance with the provisions of the river and harbor act of March 3, 1909, was submitted to Congress in December, 1909. It is printed in House Document No. 323, Sixty-first Congress, second session. (b) Pentwater Harbor.-Beforework was begun at this harbor by the United States there existed an irregular channel 4 feet deep and 75 feet wide between slab piers built by local enterprise. The existing project, adopted in 1867 and amended in 1873, 1884, and 1892, provides for widening the old entrance to 150 feet and deep- ening it to 12 feet, the sides being protected by piers and revetments. Estimated cost was $327,713.40. The amendments to the original project relate merely to the length of the proposed piers and revet- ments and in no wise enlarge its original scope. The present project, by reason of the provision in the act of March 2, 1907, contemplates a channel 16 feet deep and about 150 feet wide, protected by suitable piers and revetments. To June 30, 1910, there was expended the sum of $316,542.94, of which $179,899.10 was for construction and $136,643.84 for main- tenance. The operations during the year have consisted in dredging for the restoration of the required depth by emergency contract in July and August, 1909, and by government dredge in June, 1910. A contract 56932°-ENG 1910-52 818 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. was entered into in June, 1910, for repairs to the piers, but no work was done up to the end of the fiscal year except a portion of the dredging along the south pier. This work has been done at the risk of the contractor pending the approval of the contract. The proportion of the approved project completed to June 30, 1910, is about 85 per cent. The result is a channel 140 to 153 feet wide, whose natural depth is from 9 to 10 feet, protected by a north pier and revetment 2,226 feet long and a south pier and revetment 1,847 feet long. Periodical dredging is necessary to secure the projected depth. The maximum draft which on June 30, 1910, could be carried over the shoalest point in the improved channel was 16 feet. The lake commerce at this port for 1909 consisted of 566 arrivals and departures, with 4,639 short tons of cargo valued at $294,657, and was entirely of local character. The number of passengers carried in 1909 was 6,847. The local freight rates by vessel to Chicago are about 20 per cent less than the corresponding rates by railroad. The available balance from previous appropriations and allotments for use at this harbor, after deducting contract liabilities and ex- penses for dredging in June, 1910, is $3,500. It is proposed to expend this amount as far as it may reach in maintaining a practicable channel depth by dredging. Pentwater Harbor is considered un- Worthy of improvement by the United States, and it is recommended that further appropriations for the harbor be discontinued. The last published map of this locality is found in the Annual Report of the Chief of Engineers for 1884, page 1980. WHITE LAKE HARBOR. July 1, 1909, balance unexpen'dd_ $23. 66. 90 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 6, 343. 45 July 1, 1910, balance unexpended------------------------------ 17, 325. 45 July 1, 1910, outstanding liabilities------------------------------- 633. 27 July 1, 1910, balance available_______________________________ 16, 692. 18 Amount (estimated) required for completion of existing project___ a 21, 720. 00 PENTWATEI HARBOR. July 1, 1909, balance unexpended----------- $19, 286. 68 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------------- 4, 009. 62 July 1, 1910, balance unexpended-------------- ______ 15, 277. 06 July 1, 1910, outstanding liabilities-------------------------___ 2, 458. 18 July 1, 1910, balance available ------- 12, 820. 83 July 1, 1910, amount covered by uncompleted contracts------------ 8, 593. 29 Amount (estimated) required for completion of existing project__. a 26, 400. 00. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 819 CONSOLIDATED, July 1, 1909, balance unexpended $________________ $42, 955. 58 June 30, 1910, amount expended during fiscal year, for maintenace of improvement --------------------------------------------- 10, 353. 07 July 1, 1910, balance unexpended__________________ _________- -32, 602. 51 July 1, 1910, outstanding liabilities__ ____ - - - -__ __--3, 089. 45 July 1, 1910, balance available ---------------------------------- 29, 513. 06 July 1,,1910, amount covered by uncompleted contracts------------ 8, 593. 29 Amount (estimated) required for completion of existing project __. a 48, 120. 00 (See Appendix M M 8.) 9. Ludington Harbor, Michigan.-This harbor is the outlet of Pere Marquette River, which expands into Pere Marquette Lake before emptying into Lake Michigan. In 1867, before improvement was begun by the United States, the outlet from Pere Marquette Lake to Lake Michigan had a length of 830 feet, protected by diverging slab piers. The entering depth was 7 to 8 feet. The former project was adopted in 1867 and modified in 1885, 1889, 1890, and 1899. In its final form, as adopted by the river and harbor act of March 3, 1899, it provided for a through channel 183 to 285 feet wide and 18 feet deep, protected by the requisite piers and revetments. The estimated amount required to complete the revised project was $210,000. The development of the harbor has been pro- gressive, the changes in the original project affecting only the length of the piers, their direction and the depth between them. It may therefore be said that the estimated cost of completion of that project is really the sum of the above amount and that previously expended, or $591,055.91 in all. To June 30, 1910, the sum of $966,094.64 was expended upon the original project and its subsequent modifications. Of the above, $828,269.93 was expended for construction and $137,824.71 for main- tenance. As a result of the above expenditure there now exists a reasonably reliable 18-foot channel, protected by piers and revet- ments. Annual dredging is necessary, however, to maintain a chan- nel 18 feet in depth and of sufficient width. The present project, as adopted by the act of Congress of March 2, 1907, provides for an interior channel 18 feet deep, protected by piers and revetments, and for an exterior basin, to be formed by two breakwaters of crib construction, each 1,800 feet long, 400 feet apart at the outer ends and diverging at an angle of 90 degrees, the inner ends of the breakwaters to be connected with the shore by suitable structures. The estimated cost of this project was $839,087. A continuing contract for the construction of the breakwaters, not in- cl ding the shore connections, was entered into under date of Decem- be| 10, 1907, the remaining work to be placed under contract at a lat date. e amount expended under the present project to June 30, 1910, w $336,853.71, all of which was for new work. e operations during the fiscal year were as follows: ork under the continuing contract for the construction of the breakwaters was continued. In the south breakwater the damage to * Exclusive of the balance unexpended July 1, 1910, 820 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the inshore end of crib 4 was repaired and the superstructure com- pleted to the east end of crib 4. Cribs 5, 6, 7, 8, and 9 were sunk during the remainder of the season of 1909, and the superstructure over them partly completed, but the storm of October 10-16, 1909, so seriously damaged cribs 5 and 6 that it has been found necessary to order their removal and reconstruction. This work is now being prosecuted by the contractor, who has given notice of his intention to claim reimbursement of the cost of removal and reconstruction. The incomplete superstructure over cribs 7, 8, and 9 was damaged during the same storm, and this damage has been repaired by the con- tractor after the resumption of operations in 1910, and in addition cribs 10, 11, 12, and 13 have been sunk in place and the superstructure partly completed. The total length of the crib substructure in this breakwater now in place is 1,300 linear feet; but, as above stated, two cribs, Nos. 5 and 6, have to be removed, rebuilt, and replaced. The site for the remaining five cribs in this breakwater has been dredged to the required depth, and the foundation piling for and the con- struction of crib 14 have been completed. In the north breakwater cribs 3 to 13 were sunk in their places, making the total length of the crib substructure now in place 1,300 linear feet; the superstructure has been completed for a length of 900 linear feet from the outer end and has been partly constructed for 247 linear feet more; the site for the remaining five cribs has been dredged to the required depth; the foundation piling for cribs 14 and 15 has been driven, and one additional crib has been built ready for sinking. Under the head of maintenance, the damage to the decking and the top course of the south breakwater from station 0 to 3+50 has been repaired, and the channel between the piers and outside was dredged by the government dredge Meade for the restoration of the required depth in October and November, 1909. The available depths were found to be as follows on May 13-16, 1910: From the outer end of the breakwaters to the outer end of the interior channel 19 to 19.9 feet, and between the piers 20 feet for a width of 60 feet in the center of the channel. The existing project gives authority for entering into continuing contracts to complete the improvement at a cost not to exceed $839,087, of which amount $219,087 remains to be appropriated. The original project for the interior harbor is completed. The proportion of the project of 1907 completed to June 30, 1910, is 48 per cent. The maximum draft that could be carried at the end of the fiscal year was 19 feet. The water-borne commerce at this harbor has averaged for the last twelve years 1,374,401 short tons, and in 1909 it consisted of 4,900 arrivals and departures, with 1,740,036 short tons of cargo, valued at $112,628,967, and was mostly general in character. The number of passengers carried in 1909 was 26,135. The local freight rates by vessel to Chicago are about 29 per cent less than the corre- sponding rates by railroad. It is probable that the entire contract for the construction of the breakwaters will be completed during the fiscal year ending June 30, 1911, and it will then be requisite to enter into a continuing contract for the construction of the shore connections. With the amount of RIVER AND HARBOR IMPROVEMENTS. 821 $300,000 included in the sundry civil act of June 25, 1910, there has been appropriated a total of $620,000, which will be nearly sufficient to pay for the breakwater construction, and it is recommended that the remaining $219,087 be appropriated for the fiscal year ending June 30, 1912, to complete final payment on the contract for break- water construction and to enter into contract for the shore connections. Excluding contract obligations, but including the $10,000 appro- priated by the river and harbor act of June 25, 1910, there is at present available $16,500 for maintenance, which amount is sufficient to pay for needed dredging and incidental repairs until June-30, 1911. The amount recommended to be appropriated for the fiscal year ending June 30, 1912, for maintenance by dredging, general repairs, and for contingencies is $10,000. The report upon which the project of 1907 is based is printed in House Document No. 62, Fifty-ninth Congress, first session. This harbor is one terminus of the main line of the Pere Marquette Railroad Company, which operates lines of car ferries from this point to Manitowoc, Wis., and Milwaukee, Wis. Lines of passenger and package freight steamers also make regular sailings to Milwaukee and Chicago. The business done by the car-ferry lines is of large and constantly increasing importance in its effect upon freight rates to and from the Northwest. It is desirable to give to the car-ferry service the same assurance of regularity of schedule as exists in the case of the ordinary railroad lines. At present difficulty is usually experienced in the fall and winter months, due to the narrowing of the channel by a shoal from the north. The car ferries are large and unwieldy and req.uire ample sea room. A narrow channel is therefore impracticable, and to insure safety and regularity to the service repeated dredging is necessary, for which the United States seagoing hydraulic dredge is now available. The effect of the improvement has been to create a class of traffic which, in the absence of a deep and readily available channel, could never have existed. There has thus been provided a shorter route for the products of the upper Mississippi Valley, which has the addi- tional merit of avoiding the congestion usually existing on the rail- roads at the south shore of Lake Michigan. Freight rates are believed to have been materially reduced by this route. July 1, 1909, balance unexpended _____- -_-_ -- _______ --- $278, 735. 74 Amount appropriated by river and harbor act of June 25, 1910____ 10, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910__ 300, 000. 00 588, 735. 74 June 30, 1910, amount expended during fiscal year: For works of improvement __..._______-____ $248, 399. 14 For maintenance of improvement__-- 4, 996. 72 a 253, 395. 86 July 1, 1910, balance unexpended___-------__------- ___ b 335, 339. 88 July 1, 1910, outstanding liabilities ________ ________-- 793. 89 July 1, 1910, balance available______-------------___-__-- 334, 545. 99 a Exclusive of $154.90 expended account Isthmian Canal Commission and $2,516.76 on account of dredging for St. Joseph light-house depot, Michigan. b Inclusive of $43.73 to be reimbursed by Isthmian Canal Commission and $2,516.76 by the St. Joseph light-house depot. 822 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1910, amount covered by uncompleted contracts-______ - $301, 129.90 Amount (estimated) required for completion of existing project___ a 219, 087. 00 Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement- -__ ___--- __-- $219, 087.00 For maintenance of improvement -__--___.__- 10, 000.00 a 229, 087. 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 M 9.) 10. Manistee Harbor Michigan.-In 1866, previous to the begin- ning of work by the United States, the entrance to this harbor was improved by slab piers, 100 to 150 feet apart, built by local enterprise, a navigable depth of 7 to 8 feet being thereby maintained. The project adopted in 1867 and amended in 1871, 1873, 1875, 1884, 1890, and 1892, provides for a channel of navigable width with a depth of 15 feet, extending from Lake Michigan to Manistee Lake, protected by piers and revetments at the entrance. The various modifications of the original project merely extended its limits, changed the proposed length of the piers, and the proposed depth from 12 to 15 feet. The act approved March 2, 1907, changed the project by providing for improvement in accordance with the report submitted in House Document No. 511, Fifty-ninth Congress, first session, which contem- plates securing a uniform depth of 18 feet, by dredging to a depth of 20 feet, pier extension, revetment, and protection works, at an esti- mated cost of $147,488, provided satisfactory pledge is given that cer- tain private and municipal work will be completed within a reason- able time, that land for the improvement will be donated, and that the United States will be protected from claims for damages which may result from the work. The pledges required by the act of March 2, 1907, were not given, and the river and harbor act of June 25, 1910, again modified the project by providing for dredging a channel 18 feet in depth at low water between the piers and 16 feet in depth through the river to Manistee Lake, without any limiting requirements, in accordance with plan submitted in House Document No. 705, Sixty- first Congress, second session. The estimated cost of this dredging was $25,000. To June 30, 1910, there had been expanded $467,481.05, of which $329,996.18 was for construction, and $137,484.87 for maintenance. As a result of the above total expenditure to June 30, 1910, there had been built 2,906 linear feet of north and 1,450 linear feet of south pier and revetment, the width between the piers varying between 150 feet inside and 190 feet at the outer end of the south pier, which is 250 feet shorter than the north pier. The portion of the north revetment occupied by the Manistee and Northeastern Railroad Com- pany, referred to in the Annual Report of the Chief of Engineers for 1899, page 2940, still remains without repairs. The outer end of the north pier has been badly damaged by a colliding vessel and needs repairs. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 823 The following operations were carried on during the last fiscal year: The repairs of the north pier between stations 7+69 and 12+38.7, which were begun May 20, 1909, were completed August 12. The channel through the outer bar and between the piers was dredged by the Government dredge Meade, July 30 to August 17, on October 9, and again between November 5 and 23, and a shoal in the river channel between stations 39 and 43 was removed under special agreement be- tween November 16 and 20. All these operations were under the head of maintenance. Soundings made May 18-25, 1910, showed an avail- able depth of 21 feet outside, 18 feet between the piers, and 15.4 feet in the river to Manistee Lake. Of the original project about 95 per cent is completed. The vessel commerce at this port for the last twelve years has averaged 516,638 short tons, and in 1909 it amounted to 2,150 arrivals and departures with 439,598 short tons of cargo valued at $5,982,190. principally local in character. The number of passengers carried in 1909 was 23,000. Definite information as to the effect of the im- provemenit upon freight rates could not be obtained, but the local freight rates by vessel from Manistee to Chicago are about 30 per cent less than the corresponding rates by railroad. The balance of funds from previous appropriations is about $4,500, and it is proposed to apply this amount to dredging by the Meade in the lower harbor during the season of 1910 and for contingencies. It is proposed to apply the $33,000 appropriated by the river and har- bor act of June 25, 1910, as follows: For repairs of the outer end of the north pier, $2,000; for incidental repairs, when they become neces- sary, $5,000; and for dredging at the entrance in 1911 by the Meade, $5,000, in accordance with the recommendations of the Annual Re- port for 1909. There will then be left $21,000 available for dredging a channel 16 feet deep at low water in the river to Manistee Lake, which must be done by contract. For the fiscal year ending June 30, 1912, it is recommended that there be appropriated $4,000 for com- pleting the dredging in the river in accordance with the modified project, $3,000 for dredging at the entrance and between the piers by the Meade, and $3,000 for emergencies and contingencies, making a total of $10,000. The commerce tributary to this harbor is derived principally from the salt and lumber industries. The harbor is also a regular port of call for one line of steamers plying from Chicago to points upon the east shore of Lake Michigan, and a single steamer makes stated trips from Manistee to Milwaukee. There are three railroads running into Manistee, the Pere Marquette, the Manistee and Grand Rapids, and the Manistee and Northeastern. Reference to reports on preliminary examination and survey, or- dered by the river and harbor act approved March 3, 1905, will be found on page 644 of the report for 1906. Report on preliminary examination and survey, respectively, of Manistee Harbor, Michigan, made in compliance with the provisions of the river and harbor act of March 3, 1909, has been printed in House Document No. 705, Sixty-firstrCongress, second session. The last published map of this locality is found in House Docu- ment No. 511, Fifty-ninth Congress, first session. 824 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended------------------------------$23, 410. 47 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 33, 000. 00 56, 410. 47 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------18, 866. 65 July 1, 1910, balance unexpended-------------------------------- 37, 543. 82 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance ---------- 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 M M 10.) 11. Harbor of refuge at Portage Lake, Manistee County, Mich.--In 1879, when work was begun by the United States, there was a chan- nel 4 feet deep and 130 feet wide between slab piers built by local enterprise. The approved project, adopted in 1879 and amended in 1881 and 1890, contemplates the construction of a harbor of refuge, with an entrance from Lake Michigan 356 feet wide and 18 feet deep, pro- tected by piers and revetments. Estimated cost, revised in 1897 and 1899, was $344,300. The modifications of the original project have in no way changed its scope, so that essentially the project is to-day as when originally adopted. All expenditures made up to the present time have con- tributed to the completion of the project in its present form. To June 30, 1910, there had been expended the sum of $379,231.71, of which $254,129.21 was for construction and $125,102.50 for main- tenance. The operations during the fiscal year have corisisted in dredging for maintenance by the U. S. dredge Meade between Semptember 21 and October 8, 1909. The available depth on May 26-27, 1910, as shown by soundings made at that time, was 18 feet in the center of the channel. The approved project is completed as far as pier construction is concerned, but the dredging to the proposed width and depth remains as yet incomplete. The harbor structures are in good condition. The north pier, com- prising 114 feet of pile work in wing at inner end, 1,235 feet of pile work along channel, and 851 feet of cribwork, has a total length of 2,200 feet and projects 1,160 feet beyond the shore line. The south pier, comprising 1,399 feet of pile work, including 17 feet of wing at east end, and 901 feet of cribwork, has a total length of 2,300 feet and projects 1,120 feet beyond the shore line. The vessel commerce at this harbor for 1909 was 456 arrivals and departures with 2,173 short tons of cargo, valued at $171,925, and was entirely local in character. This harbor is one practically destitute of local or through com- merce, and, while it is doubtful whether a harbor of refuge here will ever be of much service, no just conclusion can be drawn until a channel of ample depth and width\has been made available. Unless this is done the larger class of vesses can not use the harbor and the a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 825 large expenditures already made will, to a considerable extent, be useless. The only way to arrive at a satisfactory determination of the question whether or not vessels will turn aside from the usual vessel course in order to take shelter here is to complete the author- ized project, and an estimate for this purpose and for maintenance is accordingly presented. The available funds from previous appropriations have been exhausted. The river and harbor act approved June 25, 1910, appro- priates $13,000 for continuing improvement and maintenance. The estimate in the annual report for 1909 called for an appropriation of $6,000 for dredging in 1910 and 1911 for maintenance, and $5,000 for repairs and contingencies, making a total of $11,000 for main- tenance. It is proposed to reserve this amount from the appropria- tion for the stated purposes; this will leave $2,000 available for application upon the dredging required to complete the approved project or for maintenance dredging in 1912. The dredging for com- pletion of the project, estimated to cost $15,000, can be deferred for the present. The last published map of this locality is found in the Annual Report of the Chief of Enginers for 1884, page 1974. July 1, 1909, balance unexpended_____________________________ $2, 933. 72 Amount appropriated by river and harbor act approved June 25, 1910_ 13, 000. 00 15, 933. 72 June 30, 1910, amount expended during fiscal year, for maintenance of improvement..... ___---------- 2, 665. 43 July 1, 1910, balance unexpended ___-_----- -_ 13, 268. 29 Amount (estimated) required for completion of existing project.... a13, 000. 00 (See Appendix M M 11.) 12. Arcadia Harbor, Michigan.-The act of March 3, 1905, appro- priated $6,000 for the improvement of this harbor in accordance with report submitted in House Document No. 194, Fifty-eighth Congress, second session. While a plan was submitted for rebuilding the piers at a cost of $90,390, and annual maintenance and dredging at a cost of $5,200, the plan that was recommended and approved was for maintenance of the present channel by dredging only, at a cost of $3,000 annually for a period of five years, at the end of which time, if a growth of the com- merce had been manifested such as to warrant larger expenditures, the plan for radical improvement by reconstruction of the piers could be undertaken. At the time of the survey-September, 1902-the depth was some 12 feet in a narrow and rather difficult channel, pro- duced and maintained by repeated dredging at local expense, and this depth was subject to considerable reduction during the usual lowering of the lake surface in the months of October and April, so that only 10 feet could be safely counted on as the navigable depth. The piers terminate at the 10-foot contour. To June 30, 1910, there had been expended $14,959.80 for dredging. The approved project was completed in 1909 by reason of the expiration of the authorized period of five years for maintenance by dredging, and the only work during the fiscal year consisted in mak- a Exclusive of the balance unexpended July 1, 1910. 826 REPORT OF THE CHIEF OF ENGINEERS, I. S. ARMY. ing soundings May 28 to June 3, 1910, which showed the maximum draft that could be carried at that time to be 6.8 feet. The vessel commerce at this harbor for 1909 was 606 arrivals and departures, with 4,278 short tons of cargo, valued at $345,580, and was entirely local in character. The local freight rates by vessel from Arcadia to Chicago are about 30 per cent less than the corresponding rates by railroad. The funds heretofore appropriated for this harbor are exhausted, and the approved project having been completed there is no estimate submitted for the fiscal year ending June 30, 1912. A report on a preliminary examination of Arcadia Harbor, made in compliance with the provisions of the river and harbor act of March 3, 1909, is printed in House Document No. 321, Sixty-first Congress, second session, and a letter from the Chief of Engineers, dated January 27, 1910, inclosing a report of the Board of Engineers for Rivers and Harbors on the same subject is printed in Rivers and Harbors Committee Document No. 10, Sixty-first Congress, second session. July 1, 1909, balance unexpended-------------------------------- $2, 961. 25 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------ ----------------------- ----- 2, 921. 05 July 1, 1910, balance unexpended--------------------------------- 40. 20 (See Appendix MM 12.) 13. FrankfortHarbor, Michigan.-In 1867, when the United States began work of improvement at this harbor, which is the entrance to Lake Aux Becs Scies, there existed an outlet about 750 feet north of the present channel, affording a depth of 3 to 4 feet and width of 70 to 80 feet between slab piers, built by local enterprise. The project, adopted in 1866 and amended in 1868, 1879, and 1892, provided for a new outlet, with channel 12 feet deep and 200 feet wide, protected by piers and revetments. The estimated cost, revised in 1897 in compliance with the river and harbor act of June 3, 1896, to cover the cost of securing a channel 18 feet deep, was $413,659.85; further revised in 1899 to $421,938.35. The changes in the original project have been in effect merely extensions, so that the existing project does not differ in kind from the original one. All expendi- tures may therefore justly.be regarded as pertaining to the present project. To June 30, 1910, there had been expended the sum of $468,279.39, of which $331,667.04 was for construction and $136,612.15 for main- tenance. The work of repairing the outer end of the south pier and extend- ing the pier by a new crib, begun in the previous fiscal year, was com- pleted September 8, 1909. The pier was extended 63 feet by the ad-- dition of the new crib. Sixty per cent of the cost of the new crib is accounted for under the head of new work and the rest under that of maintenance. The repairs of the inner end of the south pier, which were also begun in the previous fiscal year, were completed September 4, 1909. Deficiencies in the filling of parts of the south pier were removed by the addition of 34.4 cords of stone, and defective parts of the deck- RIVER AND HARBOR IMPROVEMENTS. 827 ing and a piece of broken wale in the south pier were repaired. The front wale in the north pier between stations 9--60 and 9+70 was repaired and the cost collected from the owners of the steamer Mis- souri, which had caused the damage. The outer end of the new end crib of the south pier was run into and damaged by one of the car ferries of the Toledo and Ann Arbor Railroad Company on October 16, 1909, and partial repairs to prevent extension of the damage were made in November and December, but permanent repairs must still be made. The channel between the piers and on the outer bir was dredged in September by the Meade, and soundings made June 4-6, 1910, showed an available depth of 20 feet in the center of the channel. The approved project is about 95 per cent completed. The total expenditure above mentioned has resulted in the creation and maintenance of a channel 18 feet deep, whose natural depth, or depth to which the channel would probably shoal in a few years without dredging, is 12 feet, the width being 200 feet. It is pro- tected by a north pier and revetment 1,900 feet long and a south pier and revetment 2,028 feet long, of which 116 linear feet at the inner end have been built by the United States Life-Saving Service to replace the ruined portion of the revetment, and of which 400 feet near the outer end were built by the Toledo and Ann Arbor Railroad Company. Dredging from time to time will be required to maintain the depths needed for navigation. Practically the entire commerce of this harbor is transacted by the car-ferry lines of the Ann Arbor Railroad, which has its northern terminus at this harbor.* These car ferries run to Manitowoc, Kewau- nee, and Marinette, Wis., and Manistique, Mich., upon the west shore of Lake Michigan, and form a highly important link in the through commerce between the Northwest and the Atlantic seaboard. The importance of maintaining adequate facilities at Frankfort Harbor is manifest. This can be done with certainty only by re- peated radical dredging. Pier extension unaccompanied by thorough dredging will not serve. The water-borne commerce at this port has averaged for the last twelve years 680,848 short tons, and in 1909 it amounted to 2,191 arrivals and departures, with 669,197 short tons of cargo, valued at $34,623,624, and for the most part general in character. The number of passengers carried in 1909 was 6,908. The available balance from former appropriations is $4,000, which will be sufficient to pay for dredging by the Meade to June 30, 1911. The river and harbor act of June 25, 1910, appropriates $20,000, which amount it is proposed to expend in accordance with the recom- mendations of the Annual Report for 1909, page 750. For the fiscal year ending June 30, 1912, it is recommended that $5,000 be appro- priated for maintenance of the channel by dredging and $5,000 for repairs and contingencies, making a total of $10,000. The last published map of this harbor is found in the Annual Report of the Chief of Engineers for 1884, page 1973. 828 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended.------------------------------ $28, 727. 74 Miscellaneous receipt - ____----37. 09 Amount appropriated by river and harbor act approved June 25, 1910 -------- --------------------------------------- 20, 000. 00 48, 764. 83 June 30, 1910, amount expended during fiscal year: _.........$10,159. 04 For works of improvement_ -. __---.. For maintenance of improvement .___-.__-__ 14, 409. 74 24, 568. 78 July 1, 1910, balance unexpended---- ----------- ___- 24, 196. 05 July 1, 1910, outstanding,liabilities__. _________--------____ 15. 75 July 1, 1910, balance available----------------------------------..... 24, 180. 30 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _ 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 M M 13.) 14. Charlevoix Harbor and entrance to Pine Lake, Michigan.--In 1868, when the first estimate for improvement was made, the avail- able channel in Pine River between Lake Michigan and Round Lake was 75 feet wide and 2 to 6 feet deep. Up to 1873 the local authori- ties, with some assistance from the State, had constructed 468 feet of cribwork in the north pier and 80 feet of cribwork in the south pier, and the available depth was 6 feet. The first appropriation by the United States was made in 1876, and actual operations upon the lower channel were begun in the fiscal year 1878; the first appropria- tion for the upper channel was made in 1882, and actual work begun in 1885. The total estimated cost was $186,000. The original project, as proposed in 1868, and amended in 1876 and 1882, provided for a 12-foot channel from Lake Michigan to Round Lake (lower channel), between piers and revetments, 100 to 150 feet apart, and from Round Lake to Pine Lake (upper channel), between revetments, 83 feet apart. The following provision of the river and harbor act of June 13, 1902, may be said to have extended the scope of the original project: " Improving harbor at Charlevoix and entrance to Pine Lake, Michigan: Continuing improvement, twenty thousand dollars, to be first expended in obtaining a uniform depth of channel from Lake Michigan to Pine Lake." The control- ling depth of the lower channel in June, 1902, was 16.3 feet. The amount expended under the existing project to June 30, 1910, was $208,500.53, of which $80,205.04 was for construction and $128,295.49 for maintenance. The operations during the fiscal year have consisted in dredging for the maintenance of the required channel depths by the govern- ment dredge Meade between August 18 and September 3, 1909. About 70 per cent of the pier construction contemplated by the approved project has been completed, the work remaining to be done being the extension of the south pier by 200 linear feet. The maximum draft that could be carried at the end of the fiscal year, as shown by soundings made June 8-10, was 16.9 feet. SExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 829 The principal traffic tributary to this harbor is furnished by the lumber industry, which has recently been growing greatly in impor- tance. The sawmills are situated at Boyne and East Jordan, both at the upper end of Pine Lake, the outlet for which is through both channels. Charlevoix is also a much-frequented summer resort, and during the summer season two steamboat lines make regular and frequent calls at this harbor. There is in addition a small amount of local traffic. A depth of 17 feet at zero of gauge should be main- tained to enable the larger class of vessels to transact their business with economy. The lake commerce through this port for 1909 amounted to 227,956 short tons of cargo, valued at $2,353,368, and was entirely local to Pine Lake. The total number of arrivals and departures is not known. The number of passengers carried in 1909 was 3,003. The river and harbor act of June 25, 1910, makes no provision for this harbor, and the balance of funds from previous appropriations now available for work is about $18,000, which amount it is proposed to apply for maintenance by dredging and repairs, as recommended in Annual Report for 1909, page 751. The report upon a survey made with a view to obtaining a 16-foot channel is published in full in the Annual Report of the Chief of Engineers for 1897, pages 2953-2954, and is also printed with a map in House Document No. 144, Fifty-fourth Congress, second session. Report of the examination authorized by the river and' harbor act approved June 13, 1902, has been printed as House Document No. 222, Fifty-eighth Congress, second session. Definite information as to the effect of the improvement on freight rates could not be obtained. July 1, 1909, balance unexpended _________ - __ _______-$20, 892. 28 June 30, 1910, amount expended during fiscal year, for maintenance .... of improvement---- ------------------- ------------------ 2, 773. 16 July 1, 1910, balance unexpended_______-________________ __ 18,119. 12 July 1, 1910, outstanding liabilities______-- _______ _____ 21. 95 July 1, 1910, balance available-------- ------- _ 18, 097.17 Amount (estimated) required for completion of existing project... a 23, 750.00 (See Appendix M M 14.) 15. Petoskey Harbor, Michigan.-Before work at this harbor was begun by the United States its landing pier was exposed to winds coming from between west and northwest, and in high gales it was dangerous to attempt a landing. A project was adopted in the river and harbor act of August 18, 1894, which provided for constructing a breakwater 600 feet long about 600 feet west of the outer end of the landing pier and another north of it 500 feet long, or as much longer as might be found neces- sary to cover the landing from all dangerous seas. Work was begun in 1896. Estimated cost was $170,000. In 1902 the west breakwater had been built for a length of 400 feet and the north breakwater for a length of 200 feet. Investiga- tion having shown that the north breakwater was too near the wharf and that the entrance between the two breakwaters was too narrow, * Exclusive of the balance unexpended July 1, 1910. 830 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the project was modified under authority conferred by the act of June 13, 1902, so as to provide for the removal of the north break- water and the extension of the west breakwater, the final cost not to exceed the amount estimated to complete the original project, viz, $170,000. The amount expended under the original project and as modified in 1902 up to June 30, 1910, has been $125,500, of which $118,239.40 was for new work and $7,260.60 for maintenance. There has been no work of improvement in progress during the fiscal year. The breakwater as now existing has a total length of 1,345 feet, consisting of 445 feet of stonework and 900 .feet of cribwork. The amount expended for construction constitutes about 70 per cent of the estimated cost of the project. The stone portion of the break- water at the inshore end is in bad shape, and repairs are needed for the restoration of its efficiency. The lake commerce at this port in 1909 consisted of 240 arrivals and departures with 3,250 short tons of cargo, valued at $585,000, entirely local in character. The total number of passengers carried was 1,456. The funds from previous appropriations are exhausted. The river and harbor act of June 25, 1910, appropriates $20,000, which amount it is proposed to expend in accordance with the recommendations of the Annual Report for 1909, viz: $5,000 for restoring the efficiency of the stone portion of the breakwater and $15,000 for the addition of 100 feet to the breakwater. As it is believed that all local needs will be answered by the proposed work, there will be no necessity for an appropriation for the fiscal year ending June 30, 1912. Definite information as to the effect of the project on freight rates could not be obtained. Amount appropriated by river and harbor act approved June 25, 1910 - -------- --------- $20, 000.00 July 1, 1910, balance unexpended-------------------------------- 20, 000. 00 Amount (estimated) required for completion of existing project-... a 41, 900. 00 (See Appendix M M 15.) 16. U. S. dredge General G. G. Meade.-This dredge is of the sea- going suction type, and was built in 1904 for use at the harbors on the east shore of Lake Michigan. Since March 1, 1909, the work of this dredge has been closely super- vised and verified. UTnder extremely favorable conditions a maxi- mum of slightly more than 4,000 cubic yards has been moved in a day of actual work, but the average at all harbors and under all circumstances is about 2,600 yards per day. For dredging under precisely the same conditions in the past the contract cost with dipper dredges has been as high as 20 cents per cubic yard, and then work outside the piers was never possible until about the 1st of May, whereas the Meade works in the most exposed places at practically any and all seasons. The final average cost of her work for the fiscal year is 10.108 cents per cubic yard, and this is believed to fairly represent the cost of dredging under the conditions existing in this district. When compared with the performance of similar machines on the seacoast, the cost may seem high; but the a Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 831 circumstances' under which this dredge is obliged to work-such as insufficient depth of water, etc.-affect unfavorably the final cost per unit. A description of the boat and a tabular statement of the results of operating the Meade during the fiscal year may be found in Appendix A A A of this report. (See Appendix M M 16.) EXAMINATIONS AND SURVEYS MADE IN COMPLINCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Muskegon River, Michigan.-Re- port dated May 29, 1909, is printed in House Document No. 210, Sixty-first Congress, second session. The modifications proposed in existing project are not considered worthy of being undertaken by the General Government. 2. Preliminary examination of Traverse Bay (Grand Traverse Bay), Michigan, at Traverse City, with a view to the construction of a breakwater.-Report dated September 13, 1909, is printed in House Document No. 312, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Govern- ment. 3. Preliminary examination of Arcadia Harbor, Michigan.-Re- port dated July 28, 1909, is printed in House Document No. 321, Sixty-first Congress, second session. The locality in question is not considered worthy of improvement by the General Government. 4. Preliminary examination of White Lake Harbor, Michigan, with a view to providing an entrance channel with a depth of 20 feet and a turning basin.-Report dated June 4, 1909, is printed in House Document No. 323, Sixty-first Congress, second session. The locality is not considered worthy of any further improvement by the General Government. 5. Preliminary examination of Pigeon River, Michigan.--Report dated September 21, 1909, is printed in House Document No. 413, Sixty-first Congress, second session. This river is not considered worthy of improvement by the General Government. 6. Preliminary examination and survey of Saugatuck Harbor and Kalamazoo River, Michigan, with a view to securing increased depth to the town of Douglas.-Reports dated July 13, 1909, and January 5, 1910, respectively, are printed in House Document No. 635, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $36,000 is presented, to be made available in a single appropriation. 7. Preliminaryexamination and survey of Manistee Harbor, Michi- gan.-Reports dated August 25, 1909, and January 7, 1910, respec- tively, are printed in House Document No. 705, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $25,000 is presented. 832 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Preliminary examination and survey of Empire and Leland harbors, Michigan.-Reports dated September 22, 1909, and January 17, 1910, respectively, are printed in House Document No. 831, Sixty- first Congress, second session. These localities are not considered worthy of improvement by the General Government. The local officer was also charged with the duty of making a survey of Grand Haven Harbor, Michigan, to the east end of Fulton street and including channel into Spring Lake, required by the river and harbor act of March 3, 1909, and report thereon will be duly sub- mitted when received. The district officer also retained the duty of making a preliminary examination and survey of Des Moines River, Iowa, assigned to him while in charge of the Rock Island district. Under the provisions of river and harbor act approved March 3, 1909, a preliminary examina- tion was made during the summer of 1909. A favorable report was submitted, and, upon February 10, 1910, the Secretary of War au- thorized a survey. Field work, now in progress, was begun in March, and it is probable that operations will be completed during the pres- ent season, and report thereon will be duly submitted when received. July 1, 1909, balance unexpended___________________________ a $33.09 Allotment of August 7, 1909---------- --------- a 50. 00 Allotment of February 14, 1910_-------------- ----- 5, 000. 00 Allotment of May 6, 1910--------------------------------------- 5, 000. 00 10, 083. 09 June 30, 1910, amount expended during fiscal year______-------_ 4, 595. 70 July 1, 1910, balance unexpended___-- ---- _______________________ 5, 487. 39 July 1, 1910, outstanding liabilities ______________________--___ 1, 916. 01 July 1, 1910, balance available-___-------------______ _____ 3, 571. 38 IMPROVEMENT OF RIVERS AND HARBORS IN THE DETROIT, MICHIGAN, DISTRICT. This district was in the charge of Col. C. McD. Townsend, Corps of Engineers. Division engineer, Col. W. L. Fisk, Corps of En- gineers. 1. Ship channel connecting waters of the Great Lakes between Chi- cago, Duluth, and Buffalo.-In its natural state the channel connect- ing Lake Superior and Lake Huron was obstructed by the rapids of the St. Marys River, and navigation through other connecting chan- nels was difficult and dangerous for boats drawing 8 feet. In 1855 the State of Michigan completed a canal at Sault Ste. Marie, with locks which were 350 feet long, 70 feet in width, and about 12 feet in depth on the miter sills. Prior to the civil war the channels through Lake George on the St. Marys River and through the St. Clair flats at the outlet of St. Clair River were deepened to 12 feet by the General Government. When the construction of the Weitzel lock was undertaken, pro- viding for a navigable depth of 16 feet, it became necessary to in- crease channel depths not only at the localities above mentioned, but also at other localities on the St. Marys River and Detroit River. These improvements were made under specific appropriations for the localities where the work was required, as explained elsewhere a For preliminary examination. RIVER AND HARBOR IMPROVEMENTS. 833 in this report under the heads of St. Marys River, Hay Lake, St. Clair flats, and Detroit River improvements. When'in 1890 the construction of the Poe lock was undertaken, providing for a depth over the miter sill of 21 feet at mean lake levels, a deepening of the channel at other localities became necessary, and the river and harbor act of July 13, 1892, authorized an expenditure of $3,340,000 for a ship channel "20 and 21 feet deep, and a minimum width of 300 feet in the shallows of the connecting waters of the Great Lakes," at localities not especially provided for by the then existing appropriations. This project originally provided for improvements at eight local- ities, i. e., (1) at Round Island shoals in the upper St. Marys River; (2) in Little Mud Lake, St. Marys River; (3) at Sailors Encamp- ment, St. Marys River; (4) in Mud Lake, St. Marys River; (5) at the foot of Lake Huron; (6) at the mouth of the St. Clair River;. (7) at entrance to the Detroit River in Lake St. Clair; and (8) at the mouth of the Detroit River. By 1897 channels 300 feet wide and 20 feet deep at mean lake level, as determined by gauge readings up to the time of the adoption of the project, had been secured at a cost of $2,212,000. The sundry civil act of June 4, 1897, authorized the expenditure of the balance of the appropriation for the maintenance of the project and its further extension to localities where recent surveys had shown that greater depths were necessary. Since 1898, therefore, the ex- penditures from the arailable balance of the appropriation have been for widening and deepening the channels of the original project and for the removal of isolated shoals, usually of small area, which have been found to interfere with the safe navigation of the channel by the larger and deeper draft vessels now in commission. The prin- cipal additional works thus accomplished have been the widening of channel at Round Island shoals and the removal of the Vidal shoals in the upper St. Marys River, Squaw Island, and Sweet Point shoals at the mouth of the St. Marys River, Crab Island shoal in Detour Passage, the shoal in the St. Clair River at the mouth of the Black, the St. Clair Middle Ground shoal in the St. Clair River opposite the city of St. Clair, and Squirrel Island shoal in the same river. In addition, a new channel west of Stag Island, St. Clair River, has-been opened by the removal of several shoals interfering with deep-draft navigation, and considerable work in the Detroit River has been done that was not contemplated in the original project. Since 1892 the levels of Lakes 'Huron, St. Clair, and Erie have been almost continuously below the plane adopted as mean lake level at the time of the authorization of the original project and, as a conse- quence, the actual draft available throughout the improved channels has varied from 17 to 19 feet. The slopes of the St. Marys River have also been affected by the dredging of channels through it. On account of these facts a new datum for the various improvements was adopted in 1902. This new datum plane is that of the low water of 1895, which varies, as explained in the Annual Report of the Chief of Engineers for 1904, page 552, from 2 to 3 feet below the mean lake levels. In addition to the annual variations in levels the mean monthly levels may vary from 4 inches to 2 feet in a single year, and daily variations in the water surface may amount to 2 feet in variable 56932°--ENG 1910-53 834 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. weather, or even to 6 and 8 feet in severe storms, on Lakes Superior and Erie. The total expenditure on the improvements to June 30, 1910, was $3,340,000. With this expenditure and specific appropriations for special localities, channels not less than 300 feet in width, with depths varying from 20 to 23 feet below mean lake levels, have been con- structed, connecting the waters of the Great Lakes between Chicago, Duluth, and Buffalo, as called for by the project. The river and harbor act of March 3, 1909, appropriated $25,000 for maintenance and surveys, and of this amount $3,849.21 have been expended. The only work done during the fiscal year ending June 30, 1910, has been the making of surveys of shoal in St. Clair River opposite Port Huron, Mich., and the enforcement of rules and regulations for navigating Stag Island channel in St. Clair River. The amount of freight carried through the St. Marys River section of the channel during the navigation season of 1909 was 57,895,149 short tons, valued at $626,104,173, exclusive of local traffic amounting to about 1,500,000 short tons. Statistics of traffic through the St. Clair Flats Canal indicate that 62,895,134 short tons of freight passed through this section, while that passing Detroit River amounted to 67,789,369 short tons, valued at $732,803,079. It is believed that to attribute to the improvement in channels the difference in freight rates of 1900 (1.18 mills per mile-ton) and 1909 (0.78 mill per mile-ton) would not exaggerate the effect of the im- provement, especially in view of the fact that the greater permissible draft has produced vessels of greater tonnage, the carrying capacity of freight steamers having increased from 8,000 tons in 1900 to 13,000 tons in 1907. July 1, 1909, balance unexpended ---------------------------- $24, 936. 86 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 3, 786. 07 July 1, 1910, balance unexpendeda--------------------------- 21, 150. 79 (See Appendix N N 1.) 2. St. Marys River at the falls, Michigan.-The St. Marys rapids are about one-half mile wide and three-fourths of a mile long. The fall ranges from 161 feet to 20 feet with varying stages of water. The water surface, usually changing slowly, may have an extreme range of 6 feet in a few hours, and the monthly mean elevation of the surface may change as much as 2 feet in one year, or 4 feet during forty years. Commercial navigation of the falls, or rapids, of this river at Sault Ste. Marie was impracticable until 1855, when the State of Michigan constructed a canal which provided a navigable channel for vessels whose draft was 11.5 feet at mean stage of water, at a cost of about $1,000,000, the proceeds of 750,000 acres of land granted by the United States Congress. This improvement was completed in 1855, the double-lift lock having tandem chambers 350 feet long and a In addition to this amount, $150.50, received from sale of condemned prop- erty, were deposited to the credit of the old appropriation for " Ship channel connecting waters of the Great Lakes between Chicago, Duluth, and Buffalo." RIVER AND HARBOR IMPROVEMENTS. 835 70 feet wide, with gate openings of 70 feet arranged for 9 feet aver- age lift at each lock, and the canal being about 5,700 feet long, with an available width of 64 feet and a top width of 100 feet. The com- merce in 1870 was about 540,000 short tons per year. In 1870 the United States entered upon a project for. increasing the canal to at least 100 feet width, replacing the stone slope walls with timber revetment piers, building a new lock, and providing for 16 feet draft. This lock (now known as the Weitzel lock) was opened to traffic in 1881, its single chamber being 515 feet long and 80 feet wide, narrowed at gate openings to 60 feet and arranged for 18 feet average lift. The cost of the work from 1856 to 1885, inclu- sive, was $2,625,692, including $10,000 diverted from the 1864 Great Lakes appropriation. A rapidly increasing commerce developed as a result of these improvements. The project presented in reports dated October 18 and December 22, 1886, provided for building, on the site of the old state locks, a new lock with a single lift of 16 to 21 feet, the chamber being 800 feet long by 100 feet wide, with 21 feet of water at mean stage on the miter sills; also for deepening the canal and its approaches, all at an estimated cost of $4,738,865. By authority of river and harbor act of August 5, 1886, work under this project was begun, and the essential features of the project were so far completed in 1896 as to permit the new lock to be opened to navigation August 3 of that year. This lock has since been known as the Poe lock. Later work has consisted in completing the deepening of the canal and its approaches, rebuilding and extending canal piers, grading and improving canal grounds, etc. The river and harbor act of June 13, 1902, authorized the following diversions from existing funds, namely, $20,000 for special improve- ment at Sailors Encampment, $20,000 for salaries and expenses of the International Waterways Commission, and $86,491.28, the amount required to complete certain improvements at St. Clair Flats Canal, for which existing funds pertaining to the latter work were insufit- cient. The act also provided for extending the work at the falls so as to include widening and further improvement of the canal above the locks, in accordance with the project submitted in House Document No. 128, Fifty-sixth Congress, second session, but made no additional appropriation therefor. The river and harbor act of March 3, 1905, authorized the expendi- ture under continuing contract of $1,020,000, all of which has been appropriated, for widening canal as proposed in project submitted in House Document No. 215, Fifty-eighth Congress, third session. The river and harbor act of March 2, 1907, adopted a project for the construction of a new lock, with a separate canal, in accordance with " plan 3," set forth in House Document No. 333, Fifty-ninth Congress, second session, at an estimated cost of $6,200,000, of which $2,225,000 has been appropriated, and the balance, $3,975,000, author- ized to be expended under continuing contract, but not yet appro- priated. During the fiscal year the widening of the present canal has been continued, the work accomplished including the excavation of 198,044 cubic yards of earth and rock, 21,134 square feet of channeling, 8,466 cubic feet of timber framed and placed, 1,852 cubic yards of filling, 836 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and 26,449 cubic yards of concrete in canal walls, etc. Under contract for movable dam 469,722 pounds of metal were delivered. Mitering gates for widened canal were constructed., at a cost of $15,000. Other work included extension of tunnel for passing electric wires under widened canal, and repairing old Water street dock, at a cost of $13,699.36. Work on the new lock and canal has consisted in the construction of cofferdam around lock pit and the excavation of 181,191 cubic yards of earth and rock and 38,526 square feet of channeling on site of new lock. The additional appropriation recommended will be applied to lock- pit excavation, masonry, machinery, gates, canal excavation, canal walls and piers, purchase of right of way, engineering, office expenses, and contingencies. The total expenditures to June 30, 1910, under present project for general improvement are $5,431,560.54, which amount includes $8,265.19 appropriated for settlement of claim, and the following amounts diverted as authorized by the river and harbor act of June 13, 1902: Applied to Sailors Encampment, $20,000; for expenses of International Waterways Commission, $20,000 ($1,704.22 expended and $18,295.78 transferred); and for improvement of St. Clair Flats Canal, Michigan, $86,491.28. The total amount expended for general improvement, including $2,625,692 expended on past finished projects, is $8,057,252.54. Expenditures to June 30, 1910, for new lock and canal were $343,520.24, leaving an unexpended balance of $1,881,479.76. For details of commerce passing the falls during the navigation season of 1909, see report on Operating and Care of St. Marys Falls Canal, Michigan. More detailed information may be found in Annual Report of the Chief of Engineers for 1886, pages 1792 to 1808, and for 1907, page 2034 (historical notes). CANAL WIDENING, ETC. July 1, 1909, balance unexpended__-- ___________------__ ___ $745, 871. 74 Amount appropriated by sundry civil act approved June 25. 1910__ 25, 000. 00 770, 871. 74 June 30, 1910, amount expended during fiscal year, for works of improvement--- .-------------------------------------- a 410, 302.09 July 1, 1910, balance unexpended____________-_____ _________ 360, 569. 65 July 1, 1910, outstanding liabilities ----------------------- 91, 992. 00 July 1, 1910, balance available-______-___________________ 268, 577. 65 July 1, 1910, amount covered by uncompleted contracts--...--------- 189, 226.00 a Actual expenditures were $410,197.42, in addition to $281.34 paid by Treas- ury Department, making total expenditures $410,478.76; from this amount $176.67, proceeds of sale of condemned property, should be deducted, leaving the net expenditures $410,302.09. RIVER AND HARBOR IMPROVEMENTS. 837 NEW LOCK AND CANAL. July 1, 1909, balance unexpended __________ ____________ $1, 422, 906. 65 Amount appropriated by sundry civil act approved June 25, 1910_ 600, 000. 00 2, 022, 906. 65 June 30, 1910, amount expended during fiscal year, for works of improvement 426. 89 a--------------------------------- July 1, 1910, balance unexpended _____ July 1, 1910, outstanding liabilities_-.... ---- -_____________- ____---_____-- 1,881,881, 479. 76 36, 101. 79 July 1, 1910, balance available------------ ------ __ 1, 845, 377. 97 July 1, 1910, amount covered by.uncompleted contracts ---------- 267, 872. 61 Amount (estimated) required for completion of existing project_ b3, 975, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ------------------ b500, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. July 1, 1909, balance unexpended___ $2, 168, 778.39 Amount appropriated by sundry civil act approved June 25, 1910_ 625, 000. 00 2, 793, 778. 39 June 30, 1910, amount expended during fiscal year, for works of improvement.....--------------------------------551, 728.98 July 1, 1910, balance unexpended_____________________________ 2,242, 049. 41 July 1, 1910, outstanding liabilities___________ _______________ 128, 093. 79 July 1, 1910, balance available -_____ _____-- ___________ 2, 113, 955. 62 July 1, 1910, amount covered by uncompleted contracts-------- 457, 098.61 Amount (estimated) required for completion of existing project_ b 3, 975. 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ______ ___________ b500, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix N N 2.) 3. Operating and care of St. Marys Falls Canal, Michigan.--The former conditions and the results of the improvement are the same as above stated for St. Marys River at the falls. The service of operating and care 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, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The total expenditure on this account from 1881, when the Weitzel lock was first put in service, to June 30, 1910 (excluding $8,175.19 outstanding liabilities), amounted to $1,810,831.14, of which $103,- 096.18 related to operations for the fiscal year. During the fiscal year ending June 30, 1910, the United States canal was open to navigation two hundred and twenty-one days, the closed season being from December 12, 1909, to May 4, 1910, inclusive. A total of 13,093 vessels, aggregating 29,678,738 registered tons, and a Includes $3,799.72 paid by Treasury Department. b Exclusive of the balance unexpended July 1, 1910. 838 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. carrying 28,951,144 short tons of freight and 27,736 passengers, passed through the locks in 8,801 lockages. The Canadian canal at Sault Ste. Marie, Ontario, opened two hundred and forty-nine days, made 6,062 lockages, and passed 8,346 vessels, with an aggregate registered tonnage of 24,112,674, and carrying 37,153,709 short tons of freight and 34,607 passengers. The combined traffic through the two canals amounted to 66,104,853 short tons of freight and 62,343 passengers. The principal items of freight during the past fiscal year through both canals were: Iron ore, 46,049,832 tons; coal, 11,591,193 tons; flour, 7,487,304 barrels; wheat, 117,847,195 bushels; other grain, 53,341,334 bushels; lumber, 591,928 M feet b. m.; and general mer- chandise, 1,251,452 tons. Other statistics in relation to this traffic and commerce for the calen- dar season of 1909 are summarized in the following statements: Summary of St. Marys River commerce, via American and Canadian canals, during the calendar season of 1909, viz, from April 20 to December 16, 1909, a period of two hundred and forty-one days. Total freight carried, short tons---------------------------- 57, 895. 149 Total tons net register----------------------------- ----- 46, 751, 717 Total mile-tons -------------------------------------- 46, 812, 929, 345 Total valuation placed on freight carried------------------- $626, 104, 173 Total amount paid for freight carried----------------------- $36, 291, 948 Total number of registered vessels using canals--------------- 870 Total number of passages by unregistered crafts carrying freight_ 242 Total valuation placed on registered vessels----------------- $126, 899, 000 Total number of passengers transported---------------------- 59, 948 Average distance freight was carried, miles ------------------- 809 Average cost per ton for freight transportation ---------------- $0.63 Average cost per mile per ton, mills_ ___. 78 Average value per ton of freight carried ---------------------- $10. 81 Time American canal was operated, days---------------------_ 236 Time Canadian canal was operated, days --------------------- 240 Freight carried by- Registered vessels, short tons_--------------------------- 57, 871, 097 Unregistered vessels, short tons -------------------------- 24, 052 American vessels, per cent------ ----- ---------- 94 Canadian vessels, per cent------- ------------------------ 6 Passengers carried by- American vessels, per cent--- ---------------------------- 39 Canadian vessels, per cent--------- ---------------------- 61 Average number of vessels passing per day- Through Poe lock---------------------------------------- 35 Weitzel lock ...---------- ------------------- ------ - 22 Canadian lock----- ------------------------------ ---- 27 Poe, Weitzel, and Canadian locks---- ----------------- 80 Freight traffic by calendar years. Short tons. Short tons. 1881................................ 1,567,741 1896.................................. 16,239,061 1882.................................. 2,029,521 1897................................. 18,982,755 1883.................................. 2, 267,105 1898................................... 21,234, 664 1884 ................................ 2,874, 557 1899..................... ..... ......... 25,255,810 1885.................................... 3,256,628 1900........................ ........ 25,643,073 1886 .................................4,527,759 1901.................................. 28,403,065 1887................................. 5,494,649 1902 ............................ 35,961,146 1888................. .............-- ...... 6,411,423 1903................................ 34,674,437 1889................................. 7,516,022 1904.............................. ..... 31,546,106 1890................................... 9,041,213 1905................................ 44,270,680 1891............ .................8,888,759 8,888,759 1906.......51,751,080 1906..................... 1892............... ................... 11,214,333 1907.................................. 58,217,214 1893............. ..................... 10,796,572 1908...................... .......... 41,390,557 1894................................... 13,195,860 1909... . .... .. ... ....... 57,895,149 1895................................... 15,062,580 RIVER AND HARBOR IMPROVEMENTS. 839 For effect of channel improvement on freight rates see remarks under this head in report of ship channel connecting waters of the Great Lakes between Chicago, Duluth, and Buffalo. (See Appendix N N 3.) 4. Hay Lake and Neebish channels, St. Marys River, Michigan.- The original condition of this waterway included rapids and shoals characteristic of St. Marys River, and though passable for small craft having a draft of from 3 to 5 feet, the channel was not navigable in a commercial sense, and the route of vessels through the St. Marys River was by way of Lake George. The water surface, usually vary- ing slowly, may have a rise or fall of 2 feet during a severe storm, and the monthly mean elevation of water surface may change as much as 2 feet in one year, or 4 feet during forty years. The original project of 1882 contemplated the excavation of chan- nels 17 feet deep and 300 feet wide through all obstructed portions of the Hay Lake route by way of the Middle Neebish, but this project was modified in 1886 to provide a depth of 20 feet and to widen at angles and other critical places, at a total estimated cost of $2,659,115, all of which has been expended, and the modified project was adopted by river and harbor act of August 5, 1886. The work of improve- ment was commenced in 1883, under War Department approval of October 27, 1882, and by 1894 work had so far progressed that the route was opened to commerce June 7 of that year, though full width and depth of channel had not been obtained, and since that time sev- eral shoals in the deep-water section of the lake have been removed and the dredged channels have been widened at critical places. The river and harbor act of June 13, 1902, appropriated $500,000 and authorized work up to $4,000,000 more (all of which has been appropriated) for improving Middle and West Neebish channels to provide for the commencement and prosecution of the project out- lined in the preliminary report of June 4, 1900 (Annual Report of the Chief of Engineers for 1901, page 3200), and the river and harbor act of March 3, 1905, appropriated $500,000 and authorized work up to $750,000 more, all of which has been appropriated, for improving Hay Lake and Neebish channels for continuing this improvement. The part of the project outlined in the above-named reports rela- tive to the river below the canal, which has been covered by these two acts, is to provide a channel 1,500 feet wide from the Sault locks to the upper entrance to Hay Lake; to widen and deepen the upper entrance channel into Hay Lake so as to give a least width of 600 feet, with clear depth of 21 feet at low water; to excavate a new channel having least width of 300 feet and low-water depth of 21 feet between Hay Lake and Mud Lake by way of the West Neebish; and to deepen the Middle Neebish channel to .give depth of 21 feet at low water, leaving its width unchanged. The effect of the execution of this project will be to provide a clear navigable depth of 21 feet from St. Marys Falls Canal to Lake Huron, the least width being 300 feet where two channels are provided, one for upbound and one for downbound boats, and 600 feet at all other places. The total amount expended to June 30, 1910, on the Hay Lake and Neebish projects combined was $8,191,011.30. More extended information, with maps, may be found in Annual Reports of the Chief of Engineers for 1886, pages 1792-1808 (special history), and 1895, pages 2866 and 3052. 840 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year the work of deepening the Middle Neebish channel was continued, 1,219,341 cubic yards of earth and rock hav- ing been removed. For statistics of commerce and effects- of channel improvements on freight rates, attention is invited to remarks on these subjects in report for operating and care of St. Marys Falls Canal, Michigan, and ship channel connecting waters of the Great Lakes between Chicago, Duluth, and Buffalo. MIDDLE AND WEST NEEBISH CHANNELS. July 1, 1909, balance unexpended_______ --- _______---_ $55, 375. 63 June 30, 1910, amount expended during fiscal year, for works of improvement - -----------------------------------------a 2, 957. 47 July 1, 1910, balance unexpended ______________________________ 52, 418. 16 July 1, 1910, outstanding liabilities_ .____-__________-_____ 258. 17 July 1, 1910, balance available_ .... ______-_____________ 52,159..99 HAY LAKE AND NEEBISH CHANNELS. July 1, 1909, balance unexpended _---___________ ___-___ $448, 625. 44 Amount appropriated by sundry civil act approved June 25, 1910___ 40, 000. 00 488, 625. 44 June 30, 1910, amount expended during fiscal year, for works of improvement _________________________-_ b 323, 499. 85 July 1, 1910, balance unexpended __________________________ c 165, 579. 82 July 1, 1910, outstanding liabilities ________________________- 60, 403. 00 July 1, 1910, balance available ________ ________------__ 105, 176. 82 July 1, 1910, amount covered by uncompleted contracts ------------ 87, 218. 00 (See Appendix N N 4.) 5. Mackinac Harbor, Michigan.-This harbor is on the south shore of Mackinac Island. While protected by Mackinac and Round islands from northerly and southerly winds, it is exposed to quite heavy seas through the Straits of Mackinac when the wind has an easterly or westerly direction. At mean lake levels there is a depth of 18 feet in the harbor to its wharves, The project for the improvement was adopted in the river and harbor act of June 25, 1910, and is described in House Document No. 646, Fifty-sixth Congress, first session. It provides for two break- waters extending from Mission and Biddle points and having an aggregate length of about 2,000 feet, which are to be built of stone riprap and bowlders where it will cost less than crib work. The estimated cost is $80,000. While the amount of freight received and shipped from Mackinac Island is small, there is a large passenger traffic during the summer a Actual expenditures during the fiscal year were $3,462.09 in addition to $2.59 paid by Treasury Department, making total expenditure $3,464.68. From this amount $507.21, proceeds of sale of condemned property, have been deducted, leaving the net expenditures $2,957.47. b Actual expenditures during the fiscal year were $323,499.85, which includes $512.39 chargeable to Isthmian Canal Commission for inspecting material. Deducting this latter amount from the total expenditures leaves $322,987.46 net expenditures. c Includes $454.23 refunded by Isthmian Canal Commission, but does not include $105.72 to be refunded. BIVER AND. HARBOR 1IPROVE1IENTS. 841 months. Both the American and Canadian passenger vessels which run on through lines from the lower lakes to Lakes Michigan and Superior stop at this port, and there are special lines of vessels be- tween it and Chicago, Milwaukee, Detroit, Cheboygan, Mackinaw City, St. Ignace, the Cheneaux Islands, and Sault Ste. Marie. De- tailed statistics are not available. This improvement will be begun during the next fiscal year, and the appropriation of $25,000 made in the last river and harbor act will be expended in building the substructure of the breakwater extending from Mission Point. Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------------- $25, 000. 00 July 1, 1910, balance unexpended_---------_-_-_-______ _-- 25, 000. 00 Amount (estimated) required for completion of existing project__ a 55, 000. 00 (See Appendix N N 5.) 6. Cheboygan Harbor, Michigan.-This harbor is at the mouth of the Cheboygan River, where there was an available depth of 6 feet in 1870, when the first project for improvement was made. The original project called for a channel 200 feet wide and 14 feet deep, its sides to be protected by pile revetment and piers, and the estimated cost of the work was $395,335. Operations under this original project were confined solely to dredging, which was carried to a depth of only 13 feet until 1880, when the first of a series of projects which had for their object the obtaining of a 15-foot channel was submitted, and as a result of the work which was carried on under projects submitted in 1880, 1882, 1887, and 1888 a 15-foot channel was secured from the 15-foot contour in the Straits of Mackinac to the State Road Bridge, having a width of 200 feet from the Michigan Central Railroad dock out into the straits and a width within the river available between piers. A turn- ing basin, with clear 15 feet depth, was also provided in front of the steamboat docks. There was expended on the original project $90,874.42, and $57,- 055.02 on the modifications begun in 1880. Entrance to the channel is marked by a light-house on a crib 40 feet square, which was built in 1881. The present project was adopted in 1895, and provides for dredg- ing a channel 18 feet deep below the datum plane 581.67 for a width of 200 feet from the 18-foot contour in the Straits of Mackinac to the outer end of the west pier and inside of that point between lines parallel to and 25 feet from the piers to the State Road Bridge. Operations under this project were begun in 1895, and by 1903 the projected channel had been completed to within 900 feet of the upper limit of the harbor, which section still remains to be dredged to complete the project. It is believed that completion of the 18-foot channel for the above 900 feet will serve no useful purpose, as this part of the river is ob- structed by log booms and is not at present available or needed for the general commerce of the harbor. If it is desired to complete the project, an appropriation of $14,000 will be necessary. The river and harbor act approved March 2, 1907, directed the ex- tension of the improvement from the State Road Bridge to the lock a Exclusive of the balance unexpended July 1, 1910. 842 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in the Cheboygan River by a channel 8 feet deep and 60 feet wide, the estimated cost of which was $10,797.60. Work on this extension was begun in October, 1907, and com- pleted in August, 1908. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1910, is $41,381.25, none of which has been applied to maintenance. It is proposed to expend the funds on hand in restoring channel depths wherever necessary. The total length of the dredge channel from deep water in the Straits of Mackinac to the State Road Bridge is 7,900 feet, and from there to the lock is 3,820 feet. The maximum draft that can be car- ried over the shoalest part of the channel is 17 feet to a point within 900 feet from the State Road Bridge, 10 feet from that point to the bridge, and 8 feet from the bridge to the lock. Above the lock the river is navigable through what is known as the " Inland Route," through Mullet Lake, Indian River, Burt Lake, Crooked River and Lake, a distance of 36 miles, for boats having a draft of from 4 to 5 feet. The commerce of the harbor consists mainly of logs, lumber, pulp wood, and ties. It amounted to 349,521 short tons during 1909, and was valued at $2,840,399. A number of large lake passenger steamers stop at this port during the summer months. On account of the progressive nature of the improvement, the effect upon freight rates has been gradual, and the precise effect is therefore difficult of ascertainment, but there can be no doubt that during the season of navigation the existence of the deep-water har- bor at Cheboygan has had a very decided effect on freight rates. The Report of the Chief of Engineers for 1896 (pp. 2723, 2724) summarizes the history of operations to June 30, 1896, and the Report for 1895 (p. 2824) gives a map of the harbor. Reports of examinations and surveys are given in the Reports of the Chief of Engineers, as follows: 1870, page 44; 1871, pages 183-186; 1880, page 2035; 1895, page 2825; 1897, page 2577; 1900, page 4012; and reference on page 664, report of 1906. Receipts and shipments by vessel. Calendar year. Received. Shipped. Calendar year. Received. Shipped. Short tons. Short tons. Short tons. Shorttons. 1893.............. ....... 155,898 285,189 1902.......................... 177,231 262,553 1894... ..................... 76,554 227,346 1903................ ......... 33,723 259,224 1895.......................... 110,062 216,868 1904......................... 24,815 106,461 1896.......................... 163,362 362,011 1905............. .......... 419,171 114,188 1897........................ 147,255 293,161 1906...... ................ 318,442 141,086 1898 ........................ 366,332 334,636 1907......................... 444,557 149,211 1899......................... 152,689 352,214 1908.......................... 62,054 85,567 1900 ............. ........... 44,237 59,536 1909......................... 151,689 197,832 1901 ................. ......... 161,771 252,727 July 1, 1909, balance unexpended-------------------------------- $9, 192. 23 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-- ------ ---------------- 2.92 July 1, 1910, balance unexpended ---- ------------------- 9, 189.31 Amount (estimated) required for completion of existing project_... a14, 000.00 (See Appendix N N 6.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 843 7. Rogers City Harbor, Michigan.-Rogers City is situated on the shore of Lake Huron, about midway between Cheboygan and Alpena. In front of the town is a bar composed of sand, gravel, and bowlders, having a channel depth over it of 12 feet at mean lake level. The project for its improvement was adopted in the river and har- bor act approved June 25, 1910, and is described in Rivers and Har- bors Committee Document No. 28, Sixty-first Congress, second ses- sion. It provides for dredging a channel through the bar 200 feet wide and 16 feet deep at the mean stage of Lake Huron, at an esti- mated cost of $6,000. Its commerce is chiefly of timber products and amounts to about 20,000 short tons per year. The river and harbor act of June 25, 1910, appropriated $6,000, the sum estimated as necessary to complete the project, and the work is to be done the next fiscal year. Amount appropriated by river and harbor act approved June 25, 1910 _-------------------------------------- $6, 000.00 July 1, 1910, balance unexpended--------------------------------- 6, 000. 00 (See Appendix N N 7.) 8. Alpena Harbor (Thunder Bay River), Michigan.-The original depth of water over the bar at the mouth of the Thunder Bay River was only 7 feet. Local enterprise had secured a narrow channel 12 feet deep through the bar before work was undertaken by the Gov- ernment in 1877, when, under the original project for the improve- ment of this harbor, act of August 14, 1876, a channel 13 feet deep and 200 feet wide was secured at a cost of $4,390.48. Shoaling hav- ing occurred, in 1882 $15,000 was appropriated for redredging the channel, and the project was modified so as to provide for an avail- able depth of 14 feet. The work was completed the following year at a cost of $10,500, and $3,998.22 was expended in 1889 in redredg- ing to 14 feet across the bar and 13 feet upstream. The amount expended on this project was $14,498.22. In 1890 the present project was adopted so as to provide for a channel depth of 16 feet below the datum plane 581.5 and the exten- sion of the improvement up the river about a mile to the vicinity of the dam across the river at that point, with widths varying as follows: 200 feet at the 16-foot contour in Thunder Bay, thence tapering to 100 feet at the light-house crib, thence 100 feet to the Second Street Drawbridge, thence 75 feet to the Minor Lumber Company's wharf, thence 50 feet to the upstream limit of the channel improvement, the estimated cost being $36,087.48. This project was completed in 1893. The channel was redredged in 1899, and again in the summer of 1907, a 16-foot depth being provided with a width of 140 feet opposite the light-house, tapering to 100 feet at Second Street Bridge, and to 60 feet for a farther distance of 2,100 feet. The amount expended on the work of the existing project to the close of the fiscal year ending June 30, 1910, is $36,524.32, of which amount $15,223.85 has been applied to maintenance. The total length of dredged channel is 6,550 feet, a channel 2,250 feet long and 100 to 200 feet wide having been secured in Thunder Bay, and 4,300 feet long in the river, with widths varying from 100 feet at the light-house crib to 50 feet at the upstream limit of the improved channel. The maximum draft that can be carried over the shoalest part of the channel June 30, 1910, is 13.5 feet. The river is 844 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. navigable to the upper limit of the improvement only, farther navi- gation being interrupted by the dam across the river at that point. The piers at Alpena have been constructed of slabs and have here- tofore been held in position by heavy piles of lumber. The timber of this section of the country is rapidly being cut away and the lum- ber stored is diminishing. As the lumber piles are removed it will be necessary to add sufficient riprap to the outer ends of the slab piers to prevent their destruction by wave action in Thunder Bay. The removal of the lumber is, however, believed to be gradual, and the appropriation recommended is for the purpose of maintaining the piers and any dredging that may be necessary. The commerce of the harbor consists mainly of lumber, cement, stone, coal, cedar posts and ties, and miscellaneous merchandise. It amounted to 648,490 short tons during 1909, valued at $5,329,251.84. The effect of the improvement upon freight rates has been very beneficial, as it is estimated that freight and passenger rates have decreased almost one-half since the improvements were made. A detailed report of operations to that date will be found in the Annual Report of the Chief of Engineers for 1891, pages 2765-2770, and a map showing the locality in the Annual Report for 1889, page 2290. Reports of examinations and surveys are found in the following Reports of the Chief of Engineers: 1871, pages 158-159, and for 1876, page 106. Receipts and shipments by vessel. Calendar year. Received. Shipped. Calendar year. Received. Shipped. Short tons. Short tons. Short tons. Short tons. 1893......................... 51,600 308,988 1902 ........................ 60,213 193,201 1894......................... 102,700 363,291 1903 ........................ 69,721 153,222 1895......... .............. 35,957 269,203 1904............ ............ 51,722 150,381 1896 .......... ........... 94,067 255,687 1905........................ 73,331 200.785 1897.........................78,378 293,161 1906......................... 78,241 171,185 1898........................ 60,300 236,075 1907.................._. 419.403 166,116 1899........................ 27,888 197,725 1908...................... 42,035 763 227, 1900..................... 51,653 263,702 1909..................... 127,154 521,336 1901........................ 62,131 169,442 July 1, 1909, balance unexpended__-- ---- _______- _____------ ------ $395. 44 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 5, 395. 44 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 308. 46 July 1, 1910, balance unexpended__--------_________________ - -5, 086. 98 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement________________1___0-. alO, 000. 00 Submitted in compliance with requirements of sundry civil act Pof June 4, 1897, and of section 7 of the river and harbor act of 1899. (See Appendix N N 8.) 9. Saginaw River, Michigan.-The Saginaw River has a length of about 22 miles, and is formed by the confluence of the Tittabawassee and Shiawassee rivers. Prior to improvement the entrance to the river was obstructed by a bar in Saginaw Bay, having a minimum depth of about 9 feet. Between the mouth and Bay City the depth a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTs. 845 varied from 15 to 30 feet. Thence to the head of the river the channel was obstructed by a number of bars, having 7 feet of water. The original project for the improvement of this river was made in 1866, and contemplated a straight channel 195 feet wide and 12 feet deep across the bar at the mouth. This was completed in 1869. In 1874 the project was extended to include the improvement of the river above Bay City. It included dredging a 10-foot channel across the bars at East Saginaw and Carrollton, and the construction of a pile revetment at the latter place. Later, similar improvements at Zilwaukee bar, New York Works bar, and Willow Island were added. The cost of the work under this project was $219,000. In 1882 a project was adopted which provided for a channel 200 feet wide and 14 feet deep from Saginaw Bay to and along the front of Bay City, and thence a channel of same width, 12 feet deep, to the upper limits of the city of Saginaw, the datum plane being 581.1; estimated cost, $546,000. By the river and harbor act of August 5, 1886, the improvement of the west channel along West Bay City was also added to the project. The work which was done during the succeeding years resulted in securing a channel of the required depth, but of varying widths, On account of the unstable condition of the channel, it was impossible to complete the project as approved, it being necessary to devote periodically a portion of the funds to restoring the depth through bars in the river which were formed by the spring freshets, thus leav- ing insufficient funds to complete the improvement. During 1907 a complete survey of the river was made and plans were formulated to complete the project as far as possible with the funds available. Work was begun in May, 1908, under two contracts. A channel 14 feet deep and 200 feet wide was secured from the mouth of the river to Portsmouth bridge in Bay City, and 12 feet deep and 200 feet wide from that point to Michigan Central Railroad bridge in Saginaw; thence to Center Street Bridge being made 150 feet wide and 12 feet deep. The portion from the Michigan Central Railroad bridge to the head of the river has not as yet been com- pleted to the project depth and width. A survey of the bar in the bay was made during the month of May, 1909, and it was found that the dredged channel had filled in considerably at the sides and that dredging was necessary to restore the channel called for by the project. Work was begun in September, 1909, and the channel depths of the project were restored by June, 1910. A channel 16 feet deep and 200 feet wide was secured from deep water in the bay to the mouth of the river; 14 feet deep from the mouth to Portsmouth bridge in Bay City and 12 feet deep from that point to Center Street Bridge in Saginaw. The amount expended on project of 1882 to June 30, 1910, is $743,558.10. In the past no attempt has been made to separate the cost of maintenance from that of original improvement, so that it is impossible now to separate these items. The existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 740, Sixty-first Congress, second session, and provides for a channel 200 feet wide with a depth of 18 feet from Saginaw Bay to the mouth of the river and 16 feet from that point to the junction with the 846 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Tittabawassee River; estimated cost, $686,000, with $20,000 annually for maintenance. The available balance and the additional funds requested will be expended for deepening the channel in the bay to the mouth to 18 feet, from the mouth to the junction of the Tittabawassee River to 16 feet, and the necessary inspection and engineering. Saginaw River is navigable for a distance of 22 miles from the mouth. The volume of commerce benefited by the improvement has been decreasing, due to the decrease in the lumber trade in the Saginaw Valley. The value of the commerce carried in 1909 is 4,109,446.50, and it consisted mostly of lumber, logs, cement, lath, and miscellaneous merchandise, and amounted to 342,723 short tons. The precise effect of the improvement upon freight rates can not be stated. It is undoubted, however, that freight rates, both to Bay City and Saginaw, have been materially lowered by the existence of the improved channel. More extended information can be found in the Annual Reports of the Chief of Engineers for 1883, pages 1858-1868; 1885, pages 2138- 2150 (with maps) ; 1890, pages 2724-2729; and 1892, pages 2454-2464. Reports of examinations and surveys are given in the Reports of the Chief of Engineers, as follows: 1866, page 59;, 1867, page 146; 1872, page 207; 1874, pages 206-209; 1875, page 289; 1878, page 1234; 1882, page 2332; 1893, page 2928; 1894, page 2244; 1895, page 2829; 1898, pages 2579, 2600, and 2604. Receipts and shipments by vessel. Calendar year. Received. Shipped. Calendar year. Received. Shipped. Short tons. Short tons. Short tons.Short tons. 1893..................... . 651,163 1,069,298 1902......... ..... . 1,012,620 106,409 1894................... ............. 1,108,307 1903...................... 359,779 17,999 1895 ..................... 391,751 347,146 1904......................264,066 13,010 1896.......................471,106 240,496 1905...................... 227,226 14,161 - ... 1897...................-- 995,960 354,860 1906................... .... 274,245 18,860 1898......................... 1,126,891 364,561 1907...................... 254,897 20,675 1899 .......................728,629 311,547 1908........---------------------- 243,491 21,157 1900.......................482,253 402,827 1909...................... 321,093 21,630 1,250,292 1901....................... 694,741 July 1, 1909, balance unexpended ___.___ __--- _____ $45, 595. 32 Amount appropriated by river and harbor act approved June 25, 1910--------------------------------------------------- 50, 000.00 95, 595. 32 June 30, 1910, amount expended during fiscal year: For works of improvement_..............__..... $7, 893.12 For maintenance of improvement -__-______ ___ 32, 508. 56 40, 401. 58 July 1, 1910, balance unexpended ------------------------------ 55, 193. 74 Amount (estimated) required for completion of existing project___ a636,000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement---- ------- _......_a300, 000. 00 __ Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix N N 9.) aExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 847 10. Sebewaing River, Michigan.-The original channel from Sagi- naw Bay to the mouth of the Sebewaing River had an available depth of scant 4 feet. The first improvement was made in 1875, under the original project of that year, when a narrow channel 6 feet deep was dredged from the 6-foot curve in Saginaw Bay to the mouth of the river, and some dredging was also done within the river itself, by which it was straightened and deepened to 6 feet, at a cost of $8,000. The project was modified in 1880 and $7,000 appropriated for deepening the channel to 7 feet, the work being done in 1880-81. The existing project, adopted in 1896, provides for dredging the entrance channel to a width of 100 feet and depth of 8 feet below the datum plane of the survey of 1895, the length of dredged channel to be about 15,000 feet. Estimated cost, $37,000; but no work was done until the appropriation of March 3, 1899, became available. Con- tract was made in 1899 to do the work, which was finished, as far as available funds permitted, September 9, 1903, and resulted in secur- ing a channel of the required length and depth but with widths vary- ing from 70 to 90 feet throughout the distance covered. The amount expended on this improvement was $35,573.45. The work which was done in 1908 resulted in providing a channel about 75 feet wide, with a minimum depth of 7 to 8 feet. The amount expended on the work of existing project to the close of the fiscal year ending June 30, 1910, is $43,992.67, of which amount $8,419.22 has been applied to maintenance. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part of the locality is 6.5 feet. The river is navigable to the docks at Sebewaing. The effect of the project upon freight rates can not be definitely stated, but is considered insignificant. For reasons stated in his report the district officer does not con- sider this stream worthy of further improvement. A map of the locality is given in the Annual Report of the Chief of Engineers for 1903, at page 1988. Reports of examinations and surveys are given in the following Reports of the Chief of Engineers: 1873, pages 306, 307; 1875, page 290; 1879, page 170; 1880, page 2044; 1891, page 2804; 1893, page 2951; and 1895, page 2743. July 1, 1909, balance unexpended_---- _____________________ $7. 33 July 1, 1910, balance .unexpended --------------------------- 7.33 (See Appendix N N 10.) 11. Harbor of refuge at Harbor' Beach, Lake Huron, Michigan.- The site for this harbor, selected in 1872 by a board of Engineer officers, is on the west shore of Lake Huron, 60 miles north of its out- let into the St. Clair River, and the artificial harbor built there since then is the only safe refuge on that coast from the foot of the lake to Tawas Bay, 115 miles above. The work of construction was commenced in 1873 under a project providing for three separate piers, or breakwaters, of cribwork filled with stone, so located as to shelter a water area of some 650 acres on the north, northwest, and west sides, and for deepening this area by dredging where necessary. The estimated cost of the breakwaters was $1,452,550, and they were completed in 1885 at a cost of $970,- 716.40, including maintenance to that date. 848 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 3, 1899, provided for commenc- ing the work of rebuilding the superstructure of the main pier in con- crete, and authorized the work to be inaugurated under the continu- ing-contract system to the extent of $200,000. It was not, however, until 1903 that a definite project for doing the work was decided upon, and the first contract was let in August of that year. The work was begun in June, 1904. The river and harbor act of March 3, 1905, directed an examination to be made of the harbor, with a view to ascertaining what other further improvements were necessary, if any, in order to make such harbor of refuge suitable for the present demands of commerce. The report, which was submitted to Congress June 16, 1906, and printed as House Document No. 900, Fifty-ninth Congress, first session, recommended the continuation of the rebuilding of the superstructure of the main pier as begun, the rebuilding of the superstructure of the north and south piers in concrete, the protection of the main pier from wave shock by riprap, the closing of the north entrance to pre- vent the entrance of littoral deposit, and the dredging and deepening of the harbor to 21 feet and of the main entrance to 23 feet. The estimate for the work recommended was $970,000, with an added sum of $10,000 per year for maintenance and harbor police. By the river and harbor act of March 2, 1907, $150,000 was appropriated for con- tinuing this work. Under this plan for the repair and improvement of the harbor, work on the main pier has been carried on continuously, and was completed in September, 1908. The total amount expended to the close of the fiscal year ending June 30, 1910, is $1,906,910.50, of which about $975,000 was applied to the first cost of the sheltering breakwaters, which were completed in 1885. Since that time there has been applied to maintenance $931,910.50, which includes the construction of concrete superstruc- ture on main pier, the keeping of the wooden piers in repair, dredg- ing within the harbor, control and berthing of vessels entering the harbor for shelter, and engineering supervision and general office expenses. The available balance and funds appropriated by the river and harbor act approved June 25, 1910, will be applied to covering the cost of the necessary supervision of the harbor, to such repairs to the timber structures as may become necessary, and to the reconstruction in concrete of the superstructure of the north pier and of such por- tion of the south pier as the funds will permit. As a result of the expenditures made upon this harbor, there has been created an artificial harbor of refuge, which has been used for shelter during the past year by 872 vessels, with a total short tonnage of 774,875. The grand total of vessels that have found shelter from 1877 to 1909, inclusive, is 38,291, the tonnage of which aggregated 17,328,643 short tons. The vessels sheltered in 1877 averaged 289 tons each, and those during the year 1909, 901 tons. The maximum draft that can be carried into the harbor through the main entrance, mak- ing allowance for the effect of moderate seas, is between 19 and 20 feet, and vessels having this draft may safely lie inside the main pier. More extended information can be found in the Annual Reports of the Chief of Engineers for the following years: 1873, pages 292-298; 1877, pages 925-932 (with map); 1879, pages 1645-1648 (with map); RIVER AND HARBOR IMPROVEMENTS. 849 1881, pages 2270-2275; 1882, pages 2369-2372; 1885, pages 2151- 2157; 1886, pages 1829-1836. Reports of examinations and surveys are given in the following Reports of the Chief of Engineers: 1870, page 46; 1871, page 44; 1872, pages 209, 211, and 218.; 1895, page 2832; 1896, page 2730; 1897, page 3016; and reference on page 664, report of 1906. July 1, 1909, balance unexpended--___- ------------------------- $27, 019. 32 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 100, 000. 00 127, 019. 32 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---- ------------------------------------- 7, 562. 61 July 1, 1910, balance unexpended--------------------------119,456. 71 July 1, 1910, outstanding liabilities -------------------------- 10, 700. 00 July 1, 1910, balance available- ------------------------- 108, 756. 71 (See Appendix N N 11.) 12. Mouth of Black River, Rouge River, and Monroe Harbor, Michigan.-(a) Mouth of Black River.-An extensive bar and shoal exists in the St. Clair River adjoining the mouth of the Black. The bar lies close to the American side and formerly obstructed the ap- proach to the Port Huron docks, while the shoal, forming a " middle ground" nearly 50 acres in extent, crowded the main channel in a sharp curve close to the Canadian shore. The original project submitted in 1871 contemplated the removal of this bar and the middle ground to a depth of 15 feet at an esti- mated cost of $67,320. The work was begun in 1872 and completed in 1878 at a cost of $56,500. The present project contemplates dredging to a uniform depth of 16 feet along the dock front of Port Huron from the 16-foot curve above to the same curve below the mouth of the river, the plane of reference being 579.6. Work was begun in May, 1889, and finished in 1892, when authority was received to deepen the outer border of the shoal adjacent to the main channel to 18 feet, and the work was done. The amount expended on this work was $29,348.58. Opera- tions since this time have been confined to maintenance, $12,008.31 having been expended for this purpose since the adoption of the present project to June 30, 1910. The last dredging was done in 1907, when the 16-foot depth was restored. As a result of the work heretofore done through navigation for vessels of moderate draft has been facilitated, and entrance into the Black River proper has been rendered possible for this class of vessels. This, it is believed, has resulted in a reduction of freight rates, the extent of which could not be ascertained. For reasons stated in his report, the district officer considers that work at this locality should be suspended. Reports of examinations and surveys are given in the following reports of the Chief of Engineers: 1871, pages 177-180; 1887, page 2279; 1899, page 2992; 1900, page 3986. 56932°--ENG 1910-54 850 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For receipts by vessel see " Black River at Port Huron," page 853. July 1, 1909, balance unexpended_- ----- __--------- ------ 2, 643.11 $___ .... July 1, 1910, balance unexpended_----------- ___ ____ ___2, 643. 11 (b) Rouge River.-This stream originally had a channel depth of from 10 to 17 feet from its mouth to where the Wabash Railroad bridge crosses it, a distance of about 3 miles. Under the provisions of the river and harbor act of August 5, 1886, a survey of the river was made and a project, dated August 25, 1888, prepared for securing a channel depth of 16 feet with a width of 240 feet for a distance of 800 feet from the mouth, and thence with a width of 100 feet to the Wabash Railroad bridge, the plane of refer- ence being 575. The estimated cost was $31,690.39. TlH work of improvement was commenced in 1888 and completed in November, 1892, at a cost of $30,272.79. By joint resolution approved April 11, 1898, Congress authorized an extension of the improvement, with depth of 13 feet, up to the Maples road, a distance of about 1 miles above the Wabash Railroad bridge, limiting the expenditure of $5,000. The river was dredged in 1900, the channel being made 50 feet wide. The project for this river was modified by act of March 2, 1907, so as to provide an increase in depth from 16 feet to 21 feet between the mouth of the river and the first bridge, a distance of about 1,400 feet; estimated cost, $3,575. The river and harbor act of June 25, 1910, provided that no part of the sum appropriated therein ($20,000) shall be expended at those points within the limit of the project where shoaling is due to caving banks until the banks shall have been protected by suitable docks or revetments constructed at the expense of the riparian interests. The additional appropriation requested will be devoted to main- tenance of the channel, and it is recommended that it be made subject to the same condition as that imposed by the act of 1910. During the season of 1907 the channel was deepened, in accordance with the amended project, to 21 feet, from the mouth to the Solvay Company's tunnel just below the Solvay Process Company's railroad bridge. In addition to this work, the channel depth of 16 feet was restored to a point 11,550 feet above the mouth. Between May 3 and July 8, 1909, dredging was done under con- tract, and a narrow channel was dredged from the mouth of the river to the Detroit United Railway dock. The funds recently appropriated for maintenance have only been sufficient to open up a narrow channel. An estimate to fully restore the channel depths and widths to the original project is submitted in the report of the district officer. The appropriation recommended, while considered sufficient for existing commerce, will only partially accomplish this result. The amount expended on the work of the existing project, as amended, to the close of the fiscal year ending June 30, 1910, is $76,293.17, of which $26,210.68 has been applied to maintenance. The maximum draft that can be carried June 30, 1910, from the mouth to the Solvay tunnel is 21 feet, from there to the Wabash Rail- road bridge 13 feet, and 10 feet to Maples road. The river is navi- gable for vessels of light draft to the town of Dearborn, 15 miles above the mouth. RIVER AND HARBOR IMPROVEMENTS. 851 The receipts and shipments by vessel during the year 1909 amounted to 336,022 short tons, of which 159,871 short tons were iron ore, 64,051 short tons lumber, and 34,000 short tons pulp wood. The value of this commerce is about $1,912,026.15. As a result of the improvement the area available for manufactur- ing plants in the vicinity of Detroit has been greatly extended, and these plants have been enabled to receive the raw materials which they use without transfer or transshipment. As a consequence the cost of the raw materials has been greatly reduced. The effect of the improvement has been to reduce freight rates 30 to 50 per cent for firms actually using dockage on the river. Reference to report on examination ordered by the river and harbor act of March 3, 1905, will be found on page 664 of 1906 report. More extended information may be found in Annual Reports of the Chief of Engineers for 1890 (pp. 2747-2749); 1899 (p. 3013); 1901 (p. 3155). Reports on examinations and surveys, report for 1887 (p. 2275) ; 1898 (p. 2605). Receipts and shipments, by vessel, Rouge River. Calendar year. Received. Shipped. Calendar year. Received. Shipped. Short tons. Shorttons. Short tons. Shorttons. 1893................ ..... 73,732 ..........1902 ...................... 56,701 10,000 1894........................ 47,106 ..........1903........... ......... 125,272 10,000 1895............... ........... 113,066 1,024 1904........................ 242,361 6,898 1896......................... 120,590 2,905 1905....................... 284,140... .. 1897..... ........ ........ .. 115,987 9,386 1906.......................229,861 5,000 1898....................... 117,486 10,259 1907........................ 248,544 5,000 1899.........................92,631 763 1908....................... 267,746 10,000 1900......................... 119,712 4,600 1909........................ 326,022 10,000 1901........................105,533 782 July 1, 1909, balance unexpended 049. 32 $--------------------------4, Amount allotted from appropriation made by river and harbor act ap- proved June 25, 1910---------------------------------- 20, 000. 00 24, 049. 32 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------ 3, 652.49 IAmount July 1, 1910, balance unexpended ---------------------------- 20, 396. 83 required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __ -------------------------- __ Submitted iA compliance with requirements of sundry civil act of 5, 000. 00 June 4, 1897, and of section 7 of the river and harbor act of 1899. (c) Monroe Harbor.-The harbor of Monroe, Mich., is within the mouth of the Raisin River at the western extremity of Lake Erie. In its natural condition the river flowed into the lake through several ponds and winding creeks. The depth of water at the deepest mouth of the river in its natural condition did not exceed 5 feet. The original project for the improvement of Monroe Harbor was adopted in 1834. It had for its object to dredge a new and direct channel 100 feet wide and 10 feet deep from the lake across the marsh, a distance of 4,000 feet, to the portion of the river ordinarily used as a harbor, the protection of the entrance into the lake by parallel piers, * Exclusive of the balance unexpended July 1, 1919, 852 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 726 feet long and 20 feet wide, extending outward to a depth of 10 feet in the lake, and the protection of the sides of the canal by a revetment. The estimated cost of the work, exclusive of dredging machine, was $55,885. The work was practically completed in 1845, a depth of 9 feet being obtained to a point just below the docks at Monroe. Subsequently the city of Monroe further improved the river channel by cutting a canal about 1,300 feet long, 100 feet wide, and with a depth of from 13 to 16 feet, across a bend of the river. Subsequent operations consisted in repairing and extending the piers, repairing the canal revetment, and in dredging, by which a channel 200 feet wide and 13 feet deep, extending to deep water in the lake, was obtained. In 1905 a double line of piling was driven connecting the south pier to the shore, to prevent the lake from breaking through into the canal, and some work was done in replacing rotten deck timbers. During the summer of 1908 general repairs were made to the piers, placing them in fair condition. The total amount expended on this work up to the close of the fiscal year ending June 30, 1910, is $260,890.99, of which $110,000 was applied under the original project. It is impossible to separate the portion of this total which has been applied to maintenance. During recent years practically all expenditures have been made for that purpose. The channel, beginning at the outer end, consists of the U1 ited States canal, 4,000 feet long, with an available depth of about 11 feet. Three thousand feet farther up the river the Monroe City ship canal begins. This has a length of 1,600 feet and a depth of 10 feet. From the upper end of this canal to the city wharves is 2,600 feet, with a depth of 8.5 feet. The stream is navigable from the lake to the docks at Monroe only, a distance of 2 miles. This harbor can not accommodate the larger class of vessels used upon the lakes. The commerce of the harbor consists of fish, sand, and coal. It amounted to 12,134 short tons in 1909, valued at $82,479. The commerce of this stream is too small to have any effect what- ever upon the freight rates. The Annual Report of the Chief of Engineers for 1880, pages 2083 to 2091, gives a detailed history of the operations up to that time. Reports of examinations and surveys are given in the following Reports of the Chief of Engineers: 1866, page 29; 1868, page 145; 1872, pages 237-239; 1889, page 2338; 1893, page 3048; 1898, page 2689; and 1900, page 4020. July 1, 1909, balance unexpended ----------------- _ $125. 63 Amount allotted from appropriation made by river and barbor act ap- proved June 25, 1910------------------------------------- 1, 000. 00 1, 125. 63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --- ------------------------------------- 1. 35 July 1, 1910, balance unexpended---------------------------- 1, 124. 28 RIVER AND HARBOR IMPROVEMENTS. 853 CONSOLIDATED. July 1, 1909, balance unexpended ___-_-- - - -- ___ ___- $6, 818.06 Amount appropriated by river and harbor act approved June 25,1910_ 21, 000. 00 27, 818. 06 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------- ------ _______ ---- _______ 3, 653. 84 July 1, 1910, balance unexpended____________________-_________ a 24, 164. 22 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ________________________ b c 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 N N 12.) 13. Black River at Port Huron, Michigan.--In 1888, when the original survey was made, the lower reach of the Black River, from its mouth to the Grand Trunk Railroad bridge, 1i miles in length, varied in width from 120 to 150 feet and had a depth of from 10 to 14 feet, except at a few points, where it was obstructed by bars hav- ing only 8 feet of water over them. The improvement of this stream was inaugurated by the river and harbor act of September 19, 1800, under a project which contemplated dredging to a navi- gable depth of 16 feet from the mouth to the Grand Trunk Railroad bridge, with widths varying from 75 feet to 160 feet, at an esti- mated cost of $75,000. Operations were commenced in 1891 and the dredging was completed June 30, 1894, at a cost of $34,698.65, includ- ing an extension upstream of 1,800 feet to Washington avenue, au- thorized by the act of July 13, 1892. The total length of the dredged channel is 9,700 feet. Since the completion of the project considerable dredging has been required to maintain the channel, particularly above the Grand Trunk Railroad bridge, where experience and observation show that the narrow dredged channel has no degree of permanence, the last dredg- ing being done in the spring of 1910, when the project depths were restored from the Grand Trunk Railroad bridge to within 300 feet of Washington avenue. The amount expended for maintenance to June 30, 1910, has been $22,121.56, making total expenditure since adoption of project $56,819.56. As a result of the work done in this river a channel has been se- cured 16 feet in depth, with widths varying from 75 feet to 160 feet, extending from the mouth to the Washington Avenue Bridge, a total length of 9,700 feet. The maximum draft that can be carried June a July 1, 1910, balance unexpended : Balances from appropriation of- March 3, 1899 ------------------------------------ $643. 11 June 13, 1902 -------------------------- 1, 000. 00 March 2, 1907 1, 124.28 March 3, 1909 396. 83 Appropriation of June 25, 1910____________________________ 21, 000. 00 24, 164. 22 b For Rouge River. o Exclusive of the balance unexpended July 1, 1910. 854 REPORT OF THE CHIEF OF ENGINEERS, U., S. ARMY. 30, 1910, is 15 feet to Tenth Street Bridge, 14 feet to Michigan Sulphite Fibre Works, and 10 feet to Washington avenue. The river is navi- gable a considerable distance above Port Huron. The amount requested will be applied to work of dredging to maintain the improved channel. There was received during the year 1909, 118,122 short tons of freight, valued approximately at $399,878.10. This consists mainly of lumber, coal, pulp wood, and shingles. The effect of the improvement has been to reduce freight rates upon approximately the number of 'tons received. It is doubtful whether this improvement has any indirect effect upon railroad rates. More extended information will be found in the following Reports of the Chief of Engineers: 1893, pages 2938-2939; 1894, pages 2251- 2252; 1898, pages 2586-2587. Report of examination and survey is given in the Report of the Chief of Engineers for 1889, page 2292; reports of minor surveys, page 2993 of report for 1899, and page 3988 of report for 1900. Receipts and shipments by essel. Calendar year. Received. Shipped. Calendar year. Received. Shipped. Short tons. Short ons. Short tons. Short tons. 1893...................... 175,081 7,487 1902.................. 123,677 2,600 1894.................... .. 116,535 4,413 1903...... ........... 163,265.. 1895..................... . 104,850 6,825 1904............... ...... 197,044 ......... 1896......................... 186,987 2,569 1905..................... 169,200.. 1897................ .- 96,925 1,455 1906..................... 135.695.. 1898........................ 151,606 16,595 1907........ ........ ..... 168,152 .. 1899......................... 130,675 37,368 1908... .................. 129,240 .......... 1900.. .................. . 105,931 181 1909...................... 118,122 . 1901......................... 120,018 100 July 1, 1909, balance unexpended______ ________ $1, 717.09 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 6, 717. 09 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------1, 536. 65 July 1, 1910, balance unexpended ____________________-__ _ 5, 180.44 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ___________-___- ___ _ 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 N N 13.) 14. Operating and care of St. Clair Flats Canal, Michigan.-This canal consists of two dredged cuts through the St. Clair flats at the mouth of the St. Clair River. These cuts have a width of about 300 feet each, and depth of 20 feet, and extend into Lake St. Clair a distance of 17,460 feet. They are separated by a sand dike 100 feet wide, revetted by sheet piling for a distance of 7,221 feet, and the east cut is protected from wave wash and sand drift by a similar dike 50 feet wide. * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 855 An historical sketch of the improvement is given on page 2882 of the Annual Report of the Chief of Engineers for 1896, and a descrip- tion of recent work is given on page 694 of the Annual Report of the Chief of Engineers for 1907. The care and maintenance of the canal 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, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. Operations for the past fiscal year were of the same routine char- acter as those carried on since the opening of the canal to commerce. A custodian and assistant custodian have been present during the year to enforce canal regulations and care for and repair the dikes. The expenditure to June 30,1910, was $185,643.13, with no outstand- ing liabilities. The amount expended during the year is $5,301.16. Freight traffic by calendar years: Short tons. 1902 ------------------------------------------------------- 41, 773, 998 1903 -------------------------------------------------------- 41, 888,134 1904 _-------------------------------------------------------- 38, 044, 929 1905 _-------------------------------------------------------- 51, 359, 071 1906 -------------------------------------------------------- 60, 589, 441 1907 -------------------------------------------------------- 66, 271, 962 1908 ------------- ------------------------------------------- 50, 586,560 1909 -------------------------------------------------------- 62, 895, 134 For detailed information of commerce, see statistics appended to report of district officer for improving Detroit River, Michigan. For effect of improvement on freight rates, see remarks in report on ship channel between Chicago, Duluth, and Buffalo. (See Appendix N N 14.) 15. Clinton River, Michigan.-This stream empties into Anchor Bay, in the northwesterly part of Lake St. Clair, and before improve- ment had a channel depth of about 10 feet, except at several shoals, over which but 5 or 6 feet could be carried, and a broad fiat at the mouth with a general depth of 3 to 4 feet. The first appropriation for the improvement of this river was made August 30, 1852, and from that time to 1886 occasional appro- priations, amounting in all to $25,500, were made and expended on various dredging projects. In 1889 a project for the general improvement of the river was adopted, to cover the entire river from the mouth to Mount Clemens, 8 miles upstream. This project called for an 8-foot channel, a pile dike extending across the flat at the mouth to the 10-foot curve in the bay, for revetments as needed above, and for closing the main channel and making a straight cut through Shoemakers Bend. The estimated cost was $25,000, revised and amended in 1888 and 1889 to $34,564. The project was completed in 1893 with the expenditure of $34,546.26. Since the completion of the project there has been $20,249.59 expended for maintenance, making the total expenditure since adoption of present project to June 30, 1910, $54,795.85. In 1908 an 8-foot depth was dredged between Market and Macomb Street bridges. Periodical dredging is required for maintenance, and the appropriation recommended will be so applied. 856 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As a result of the work done on this river, a channel 8 feet in depth has been secured from the mouth to the city of Mount Clemens, a pile dike has been built along the north side of the outer channel, and revetments have been built where needed in the river above. The present available depth throughout does not exceed 7 feet. The river is navigable for small boats a considerable distance above Mount Clemens. The effect of the improvement on freight rates can not be determined. There were received during the year 1909, 26,402 short tons of freight, consisting mainly of logs, coal, and lumber. This is valued approximately at $109,405.30. More extended information is given in the following Reports of the Chief of Engineers: 1893, pages 2942-2944, and 1894, pages 2254-2255. Reports- of examinations and surveys are given in the Reports of the Chief of Engineers as follows: 1872, page 214; 1876, part 2, page 549; 1880, page 2062; 1885, page 332; 1895, page 2838; 1899, page 3001; and 1900, page 3996. Receipts and shipments by vessel. Calendar year. Received. Shipped. Calendar year. Received. Shipped. Short tons. Shorttons. Short tons. Shorttons. 1896......................... 30,749 410 1903......................... 28,411 ........ 1897............................ 29,077 ..........1904....................... 22,878 257 1898..................... .. 29,085 ..........1905....................... 41,759 540' 1899.......................... 35,525 ............1906........ ............... 25,616 284 1900........................ 32,410 282 1907......................... 23,273 1,033 1901 ......................... 36,925 .......... 1908........................ 27,395 172 1902........... . .............. 33,868 .......... 1909....................... 26,402 .......... July 1, 1909, balance unexpended---------------------------___ $392. 53 Amount appropriated by river and harbor act approved June 25, 1910- 5, 000. 00 5, 392. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----....-----.---------------.... ------------------------ 124. 38 July 1, 1910, balance unexpended----- --------------------------- 5, 268. 15 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ---------------------------- 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 N N 15.) 16. Detroit River, Michigan.-Before improvement the shoalest part of the channel through Detroit River was at Limekiln Cross- ing, where the normal depth was from 12 to 15 feet over a bottom of solid rock. The water surface, usually changing slowly, may rise or fall from a few inches during many days of calm weather to about 4 feet during severe storms and to about 6 feet during short, severe hurricanes, and the monthly mean may change as much as 2 feet in one year or 4 feet in forty years. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 857 The first project of 1874 provided for a winding channel of at least 20 feet in depth, over 300 feet in width; modified in 1883 so as to somewhat straighten such channel; in 1886 to give 400 feet width; and in 1888 to give 440 feet in width. The general depth above and below the Limekiln was 20 feet or more, but the bed of the river was studded with large bowlders and rocky shoals, which limited the safe naviga- ble depth to scant 15 feet through a distance of about 12 miles. Ac- cordingly the project was modified and extended in 1892 so as to pro- vide for the removal of all obstructive shoals between the city of Detroit and Lake Erie, with a view to obtaining a through channel with a least width of 600 feet and a navigable depth of 20 feet, at a total estimated cost of $1,554,500, as adopted by river and harbor acts of July 13, 1892, and March 3, 1899, and as approved by the War Department at various dates from 1892 up to July 3, 1899. There has been expended on previous projects and modifications thereof $1,554,500. The present project was adopted by the river and harbor act of June 13, 1902, which provides for a channel 600 feet wide and 21 feet deep from Detroit to Lake Erie. The estimate for the work was in- creased (see the final report of the survey directed by the act of March 3, 1899, in Annual Report of the Chief of Engineers for 1905, pp. 2292-2296) to $3,750,000, and in accordance with this increase the river and harbor acts of March 3, 1905, and March 2, 1907, authorized the continuation of the improvement to the extent of $700,000 in addi- tion to the $1,750,000 originally authorized. All of this money has been appropriated, but there still remains to be provided for the work $1,740,000. On November 12, 1904, this project was modified to per- mit of slightly shifting the location of the proposed channel at Bar Point shoals, mouth of Detroit River, without increasing the cost. The river and harbor act of March 2, 1907, modified the present project so as to provide for two channels-one for downbound, the other for upbound vessels, past Bois Blanc Island. The second chan- nel, called the Livingstone channel (plan B of the report on survey), is to have a least width of 300 feet out to Bar Point, and 800 feet thence to deep water in Lake Erie, with a least depth of 22 feet. Work on this channel is authorized under continuing contracts to the extent of $6,670,950, of which $495,950 is yet to be appropriated. The river and harbor act of June 25, 1910, further modified the project of June 13, 1902, so as to provide 22 feet depth north of the junction with Livingstone channel, and appropriated for this work $560,000. This act also modified the project of March 2, 1907, so as to provide 450 feet width in Livingstone channel within the coffer- dams at Stony Island, and appropriated $630,000 for that purpose, which is in accordance with plan printed in House Document No. 676, Sixty-first Congress, second sessidn. More extended information may be found as follows: Annual Re- ports of the Chief of Engineers for 1891, pages 2794-2801 (special history); 1896, page 2758 (map), and 1904, pages 3140-3148; also House Document. No. 160, Fifty-eighth Congress, second session (main channel to Wyandotte, Mich.), and House Document No. 266, Fifty-ninth Congress, second session (ship channel connecting waters of the Great Lakes). 858 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year work has been prosecuted along Limekiln Crossing range and at Bar Point shoals in the Amherstburg chan- nel, and under four separate contracts, each covering one of the four sections of the Livingstone channel. About 75 per cent of the work of improving the Amherstburg channel has been completed and 75 per cent of the Livingstone channel. There has been expended to June 30, 1910, on the channel now designated as Plan "A," $3,975,124.22, of which amount $2,420,624.22 was applied to the present project, adopted in 1902. The amount expended for Livingstone channel is $4,205,559.61. None of these funds have been applied to maintenance. The project for improving the channel via Amhertsburg is now practically completed, except along Ballards reef and the channel west of Detroit River light-house to deep water in Lake Erie. The improvement along Ballards reef north of the junction with Livingstone channel to 22 feet depth is expected to be commenced at an early date, and that south of this junction should be commenced soon after the opening of Livingstone channel to navigation. For this latter work $375,000 will be required for expenditure by June 30, 1912. There has, been appropriated $6,805,000 for the Livingstone channel, and $250,000, in addition to available balance, will be required for expenditure to June 30, 1912. The minimum depth in the improved channel is at Ballards reef, where, on June 30, 1910, there was a depth of 21.17 feet, but due to fluctuations in lake levels this is subject to change. At the mean monthly stage for November, 1909, there was a depth at this locality of 20.07 feet. For effect of channel improvements on freight rates, see remarks under this head in report of ship channel connecting waters of the Great Lakes between Chicago, Duluth, and Buffalo. GENERAL IMPROVEMENT. July 1, 1909, balance unexpended____---____------------ _$176, 816. 24 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------ 560, 00.00 736, 816. 24 June 30, 1910, amount expended during fiscal year, for works of improvement - ---- ----- ---------------- 147, 440. 46 July 1, 1910, balance unexpended--------------------------- 589, 375.78 July 1, 1910, outstanding liabilities ..----------. 10, 755. 00 July 1, 1910, balance available----------------------------- 578, 620. 78 July 1, 1910, amount covered by uncompleted contracts- ._-_- - 13, 500. 00 IAmount Amount (estimated) required for completion of existing" project__ a 740, 000. 00 required for expenditure in fiscal year ending June 30, 1912, for works of improvement __-___ __--- _----------a 375, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. * Exclusive of the balance unexpended July 1, 1910. - RIVER AND HARBOR IMPROVEMENTS. 859 LIVINGSTONE CHANNEL. July 1, 1909, balance unexpended---------- -------------- $3, 167, 582. 99 Amount appropriated by river and harbor act approved June 25, 1910____----- ----------------------------------------- 630, 000. 00 Amount appropriated by sundry civil act approved June 25, 1910_ 600, 000. 00 4, 397, 582. 99 June 30, 1910, amount expended during fiscal year, for works of improvement__------------------ 1, 798, 142. 60 July 1, 1910, balance unexpended------- ----------------- 2, 599, 440. 39 July 1, 1910, outstanding liabilities -_ 538, 200. 00 July 1, 1910, balance available __--_------------------- 2, 061, 240. 39 July 1, 1910, amount covered by uncompleted contracts..--------- 1, 337, 396. 00 Amount (estimated) required for completion of existing project_ a 495, 950. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________---------- -------- a 250, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. CONSOLIDATED. July 1, 1909, balance unexpended _______________ ____ -_ $3, 344, 399. 23 Amount appropriated by sundry civil act approved June 25, 1910_ 600, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910--------------------------------------------- 1,190, 000. 00 5,134, 399. 23 June 30, 1910, amount expended during fiscal year, for works of improvement--------------- ------------------- ------ 1, 945, 583. 06 -- July 1, 1910, balance unexpended ______________-------- 3,188, 816.17 July 1, 1910, outstanding liabilities-------------------------- 548, 955. 00 July 1, 1910, balance available_ . -____ .___-_______-.----- 2, 639, 861.17 July 1, 1910, amount covered by uncompleted contracts---------- 1, 350, 896. 00 Amount (estimated) required for completion of existing project-_ a 1, 235, 950. 00 Amount required for expenditure in fiscal year 'ending June 30, 1912, for works of improvement ____-. _________- a 625, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix N N 16.) 17. Removing sunken vessels or craft obstructing or endangering navigation.-Steamer Eliza H. Strong removed from Lake Huron. Expenditures during the fiscal year, $748.16; total cost, $846.65. Schooner Harvey Bissell removed from Alpena Harbor at a cost of $665.56. Steamer Iron Age removed from Lake Erie at a cost of $3,500. Schooner John Schuette removed from Detroit River at a cost of $344.34. Tug Louise removed from Rouge River without cost to the United States. Unknown wreck in Saginaw River removed at a cost of $220. Steamer John B. Ketcham, £d, removed from West Neebish chan- nel; expenditure, $51.93. a Exclusive of the balance unexpended July 1, 1910. 860 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of removal of steamer Oscar T. Flint from Thunder Bay, Lake Huron, will be undertaken during July, 1910. Expendi- ture during the fiscal year, $77.50. (eee Appendix N N 17.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 an inland water route in Michigan between Cheboygan, on Lake Huron, and Petoskey, on Lake Michi- gan.-Report dated August 24, 1909, is printed in House Document No. 303, Sixty-first Congress, second session. The locality is not con- sidered worthy of improvement by the General Government. 2. Preliminary examination of Lexington Harbor, Michigan, with a view to improvement by dredging.-Report dated June 18, 1909, is printed in House Document No. 348, Sixty-first Congress, second ses- sion. The locality in question is not considered worthy of improve- ment by the United States. 3. Preliminary examination of Forester Harbor, Michigan, with a view to deepening the same to 20 feet.-Report dated June 18, 1909, is printed in House Document No. 350, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 4. Preliminaryexamination of Rogers City Harbor,Michigan, with a view to determining what improvement, if any, is required, etc.- Report dated June 18, 1909, is printed in House Document No. 352, Sixty-first Congress, second session. The locality in question is not considered worthy of improvement by the General Government. 5. Preliminary examination of Port Sanilac Harbor, Michigan, with a view to improvement by dredging.-Report dated June 18, 1909, is printed in House Document No. 353, Sixty-first Congress, second session. The locality is not considered worthy of improve- ment by the General Government. 6. Preliminary examination of harbor at Forestville, Mich., with a view to improvement by dredging.-Report dated June 18, 1909, is printed in House Document No. 354, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. 7. Preliminary examination and survey, with estimate of cost, of constructing in the rapids of St. Marys River a filling basin or fore- bay, from which the ship locks shall be filled, etc.-Report dated December 7, 1909, is printed in House Document No. 716, Sixty-first Congress, second session. A plan and estimate to meet the require- ments of the act, amounting to $1,232,000, is presented, but as the work already provided for at a cost of over $1,000,000, and now in progress, will accomplish the purpose sought to be obtained in an- RIVER AND HARBOR IMPROVEMENTS. 861 other way, a further expenditure for filling the locks from an inde- pendent forebay is not considered necessary. 8. Preliminary examination and survey of Saginaw River, Michi- gan, with a view to securing a depth of 20 feet from Saginaw Bay to Tittabawassee River.-Reports dated July 26, 1909, and January 14, 1910, respectively, are printed in House Document No. 740, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $686,000 is presented. EXAMINATION OF LIVINGSTONE CHANNEL, DETROIT RIVER, MICHIGAN, MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports dated October 28, 1909, and January 19, 1910, respectively, by a special board of engineers, of an examination, with plan and estimate of cost of improvement of Livingstone Channel, Detroit River, Michigan, required by the river and harbor act of March 3, 1909, was duly submitted and was reviewed by the Board of Engi- neers for Rivers and Harbors, pursuant to law. The reports were transmitted to Congress and printed in House Document No. 676, Sixty-first Congress, second session. A plan of improvement at an estimated cost of $630,000 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE CLEVELAND, OHIO, DISTRICT. This district was in the charge of Col. John Millis, Corps of Engi- neers. Division engineer, Col. W. L. Fisk, Corps of Engineers. 1. Toledo Harbor, Ohio.-The harbor of Toledo as at present de- veloped extends from the head of Maumee Bay about 7 miles up the Maumee River. Originally, in the bay, the least depth was at ordinary lake level 8.5 feet, with a prevailing depth of 12 feet, while in the river the minimum depths were 14 feet. In 1866 a project was adopted to dredge the channels of deepest water in the bay to a depth of 12 feet. The project was amended from time to time until 1887, when the old indirect channel had a minimum depth of 15 feet. In 1887 a project was adopted for a straight channel through Maumee Bay, with a depth of 17 feet and a bottom width of 200 feet. The estimated cost, including dikes or other channel protections, was $1,875,000. The project for a straight channel was amended in 1893 by in- creasing the width of outer section, about 3 miles long, to 300 feet. Since 1892 the improvement has been extended to include the Maumee River. The total amount expended on original and modified projects prior to operations under existing project is $1,624,695.45. A project was adopted by the river and harbor act of March 3, 1899, and is described in the Annual Report of the Chief of Engi- neers, 1898, pages 2693 to 2705, inclusive. It provides for a channel in the bay and river 400 feet wide and 21 feet deep to Fassett Street 862 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bridge, and 200 feet wide and 21 feet deep for the section above the bridge, with a turning basin 500 feet wide at the upper end. A dike was also to be constructed 1,000 feet in length between the range lights in the bay. The estimated cost of the work was $1,005,000. A continuing contract was authorized for its execution, the limit of cost being fixed at $950,000, all of which except $15,500 has been appropriated. The work contemplated by this project has been completed with the exception of the channel and basin above the Fassett Street Bridge, where the channel has a width of only 100 feet. The river and harbor act of June 25, 1910, appropriated $145,000 for continuing improvement in accordance with the report submitted in House Document No. 865, Sixtieth Congress, first session. The present project therefore is a modification of that adopted March 3, 1899, and provides for a channel 400 feet wide and a depth that will insure a navigable channel way of 21 feet, which requires a depth of about 23 feet at mean lake level, from deep water in the lake to the Fassett Street Bridge, a distance of about 14 miles, at an estimated additional cost of $400,000, and maintenance of the com- pleted channel at an estimated cost of $25,000 a year. Maintenance dredging in the channel has been done when necessary by contract and by United States dredging plant. During the past year the U. S. dredge Burton excavated 32,580 cubic yards of material from the Maumee River and 85,839 cubic yards of material from the outer division of the channel through Maumee Bay, all at a field cost of $7,692.22. The total expenditures under the project of 1899 to the close of the fiscal year ending June 30, 1910, was $992,461.89, of which amount $159,489.55 was for maintenance during the past seven years. No expenditure has yet been made under the modified project of 1910. The result of these expenditures has been to create and maintain a channel through Maumee Bay and River 400 feet wide and 20 feet deep to Fassett Street Bridge, a distance of 15 miles, and to a width of 100 feet and depth of 20 feet for 1 mile above this bridge. The Maumee River is also navigable for launches to Perrysburg, 15 miles above the mouth. The appropriation recommended will be applied toward continuing improvement by dredging under existing project. The usual variations in the level of the water surface during the season of navigation range from 1 foot above to 2 feet below mean lake level. Extreme fluctuations, due to wind, of 7.9 feet above to 7.1 feet below mean lake level have, however, been observed at Toledo. There has been a marked reduction in freight rates since the project was inaugurated, but this has been due not only to the work at this particular harbor, but to that at the other harbors along the lakes and the improvements in the connecting channels, as well as to other causes, and it is impracticable to determine how much of this reduction is due to this particular improvement. The commerce for Toledo for the calendar year 1909 amounted to 5,284,715 short tons, an increase of 1,290,469 tons over that reported for the calendar year 1908. RIVER AND HARBOR IMPROVEMENTS. 863' July 1, 1909, balance unexpended_____------------------------ $46, 926. 63 Amount appropriated by river and harbor act approved June 25, 1910 ---....------------ ------ --------- ---- 145, 000. 00 191, 926. 63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__ ------- --- -- - --- 18, 273. 97 July 1, 1910, balance unexpended ---------------------------- 173, 652. 66 ------- July 1, 1910, outstanding liabilities___________________________ 8, 611. 78 July 1, 1910, balance available__--__________________________...165, 040. 88 Amount (estimated) required for completion of existing project___ a255, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement-_,___-------_------_-- __ a75, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O O 1.) 2. Port Clinton Harbor, Ohio.-The harbor of Port Clinton is within the mouth of the Portage River. This river flows into Lake Erie at a point about 13 miles by land and 22 miles by water west of the city of Sandusky. In its natural condition the depth of water on the bar at the mouth of the river rarely exceeded 5 feet at ordinary lake level. The original project for its improvement was adopted in 1871 and was slightly modified in 1872 and 1873. It provided for the con- struction of two parallel jetties extending outward from the mouth of the river to a depth of 10 feet in the lake, at an estimated cost of $90,000. These were built of timber and stone. The jetties were extended to a depth of 10 feet in the lake in 1883, at which time the east jetty had been extended 2,180 linear feet and the west jetty 1,948 linear feet. These lengths were thought suffi- cient for the requirements of this harbor, and in 1894, at which time a total expenditure of $71,949.86 had been made, it was recommended that the remainder of the estimated cost of executing the project ($21,000) be expended for necessary repairs. The project since 1894 has been one for maintenance, under which $30,661.48 has been expended. The result of these expenditures has been to produce a channel about 10 feet in depth, extending for one-half mile above the mouth of the Portage River, which was the maximum draft that could be carried June 30, 1910. A channel of 6 feet depth extends to Oak Harbor, 12 miles above the mouth of the river. The available funds will be applied to maintenance to keep the improvement available. A survey of Port Clinton Harbor was made during the year, under authority of the river and harbor act of March 3, 1909, report of which is contained in House Document No. 815, Sixty-first Congress, second session. The project has had little effect on freight rates, as the commerce of the port is small. No work under contract has been done at Port Clinton during the year. a Exclusive of the balance unexpended July 1, 1910, 864 BEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Government property has been stored on the Government reserva- tion at Port Clinton during the year, and a watchman has been em- ployed for its care. The commerce of Port Clinton for the calendar year 1909 amounted to 8,174 short tons, a decrease of 4,894 tons from that reported for the calendar year 1908. July 1, 1909, balance unexpended-_- -- __- _______- $2, 445. 32 Amount appropriated by river and harbor act approved June 25, 1910_ 1, 000. 00 3, 445. 32 June 30, 1910, amount expended during fiscal year, for maintenance of improvement .---- ------------------------ --------------- 556. 66 July 1, 1910, balance unexpended--_____________________--_____ 2,888. 66 July 1, 1910, outstanding liabilities____________________________ 45. 00 July 1, 1910, balance available__----_____________________ ____ 2, 843. 66 (See Appendix O O 2.) 3. Sandusky Harbor, Ohio.-The harbor of Sandusky is in the lower part of Sandusky Bay, along the city front, the part nearest to the lake being about 2 miles from the bar which divides the waters. of the bay from those of the lake. In its natural condition the depth was only such as the bay afforded, which was about 10 feet along the city front and from 9 to 12 feet thence to the lake, at ordinary lake level. A long, flat sand bar divided the bay from the lake, this bar being cut through by a channel from 1,000 to 2,000 feet in width near its central portion. The southern part of the bar is called " Cedar Point " and the northern " Sand Point." Between these two points the currents between the bay and the lake had scoured out the chan- nel to a depth of not less than 18 feet for a distance of a mile or more. The first appropriation was made for a survey in 1826, and the first improvement was made in 1844, consisting in the construction of a dam to close a breach across Sand Point. With this exception, all the improvements made previous to 1896 consisted in deepening natural channels and in making a new straight channel from the city front to Cedar Point and in removing sand and bowlders from the dock channel along the city front. Natural causes since 1826 have washed away a greater part of Sand Point. In 1896 and subsequently the project was added to so as to provide for the construction of parallel jetties of stone upon mattress founda- tions extending from Cedar Point and Sand Point outward, with a view to confining and directing the flow of water to and from the bay. Provision was also made for the construction of certain spurs and mattresses for the protection of the channel near Cedar Point and at the point of the bar near the light-house. Under the original project thus modified there was expended $477,149.09. The project, authorized by the river and harbor act of March 3, 1899, is described in the Annual Report of the Chief of Engi- neers for 1898, pages 2708 to 2716, inclusive. It provides for an east jetty of stone upon brush mattresses extending from Cedar Point about 5,000 feet into the lake; for a west jetty about 5,550 feet long on the opposite side of the channel, about 750 feet distant; for the RIVER AND HARBOR IMPROVEMENTS. 865 protection of the crest of the bar and shore of Sand Point with a low dam of brush and stone, and for a deflecting dike for inner bar 1,500 feet long and dredging to 17 feet. The estimated cost was $425,796, of which $317,796 was for permanent works. By the river and harbor act of June 13, 1902, the project was modified so as to provide for dredging a channel 21 feet deep at mean lake level with a width of 400 feet in the approaches to the harbor front and 300 feet in the harbor channel, at an estimated cost of $781,000, as described in the Report of the Chief of Engineers, 1901, pages 3270 to 3277, inclusive. The estimated cost of the entire project as revised in 1903 was $1,135,000. The act of March 3, 1905, modified the project by omitting there- from the excavation of rock other than that already provided for by contract in the dock channel and fixed the limit of expenditures at $815,000. Continuing contracts in excess of cash appropriations were authorized by the same act to the amount of $480,000, of which $130,000 remains to be appropriated. The act of March 2, 1907, restored this work of rock removal to the project and appropriated $125,000 for maintenance and continuing the improvement. In the interim the city of Sandusky had removed considerable rock from the channel. The total expended under the present project for improving Sandusky Harbor to June 30, 1910, is $643,581.64, of which amount $37,017.07 was for maintenance during the past seven years. Prior to that time the amounts expended for works of improvement and maintenance were so involved that it is impracticable to separate them. The contract for the removal of rock in the dock channel under the appropriation of $125,000 made by the river and harbor act of March 2, 1907, was completed during the year; 959 cubic yards of material was so removed. Maintenance dredging was done during the year by the United States dredging plant. Dredge Burton removed from the channel 109,259 cubic yards of material at a field cost of $5,703.50, and the dredge Maumee removed 10,640 cubic yards of material from the channel and shaped up a portion of the east jetty' where rock had been deposited at a field cost of $4,436.28. The result of these expenditures has been to create a channel 300 feet wide and 212 feet deep through the outer bar, 400 feet wide and 202 feet deep to the city front, and 160 to 300 feet wide and 20 feet deep along the city front to the Short Line docks. The project as a whole is regarded as about 70 per cent completed. These depths and widths are, however, subject to some variations due to shoaling. The available funds will be applied toward completing the project and to maintenance to keep the improvement available. There has been a marked reduction in freight rates since the project was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. There is a general depth of 10 feet in Sandusky Bay to the mouth of the Sandusky River, 14 miles above the city, and of 8 feet in the river to Fremont, Ohio, 18 miles above its mouth, but there is prac- tically no navigation above Sandusky. The usual variation in the 56932 0 -ENG 1910---55 866 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. level of the water surface is the same as at Toledo, with extreme fluctuations of 5 feet above and below mean lake level. The receipts and shipments at the harbor of Sandusky for the calendar year 1909 amounted to 1,586,946 short tons, an increase of 291,472 tons over that reported for the calendar year 1908. July 1, 1909, balance unexpefded------------------------------ $213, 038. 01 Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------------------- 5, 000.00 218, 038. 01 June 30, 1910, amount expended during fiscal year: For works of improvement_---------------------- $31, 963. 15 For maintenance of improvement ---------------- 9, 613. 59 41, 576. 74 July 1, 1910, balance unexpended ------------------------------ 176, 461. 27 July 1, 1910, outstanding liabilities 527. 68 1---------------------------- July 1, 1910, balance available--------------------------------- 156, 933. 59 Amount (estimated) required for completion of existing project___ a135, 000. 00 (See Appendix 00 3.) 4. Huron Harbor, Ohio.-This harbor is situated at the mouth of Huron River. In its natural condition the entrance was practically closed by a sand bar. The first project for its improvement was adopted in 1826 and pro- vided for the construction of two parallel jetties 140 feet apart, ex- tending outward from the river banks. These jetties were lengthened from time to time and repaired as required, and the channel was finally deepened by dredging. The total amount expended upon these projects for all purposes of construction and maintenance to June 30, 1905, was $269,789.07. The present project for the improvement of this harbor was author- ized by the river and harbor act of March 3, 1905. It is based upon a survey, plan, and estimate called for by the river and harbor act of June 13, 1902, and is published in full in the Report of the Chief of Engineers for 1904, pages 3209 to 3218, inclusive. It provides for 'rebuilding 580 feet of the west jetty, extending it 240 feet, and constructing a pierhead 50 feet square at its outer end; for a second pierhead of the same dimensions and 300 feet easterly from it; for a jetty or breakwater extending from this east pierhead to a point on shore 1,200 feet easterly from the channel; for the removal of the old east jetty; and for the dredging of the channel and a part of the sheltered area to a depth of 21 feet below mean lake level. In the spring of 1904 it was necessary to make an allotment of $40,000 from the river and harbor act of April 28, 1904, for the main- tenance of this harbor. This money has been expended in rebuilding about 490 linear feet of the shoreward end of the west jetty, which was in such a ruinous condition that it threatened to give way and to involve the destruction of the channel. This extension directly advanced the project and diminished proportionally the amount required for its completion. The river and harbor act of March 3, 1905, appropriated $68,500 and authorized contracts to be entered into for $200,000 more for the a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 867 completion of the new projects. Of this latter sum all but $3,000 has now been appropriated. The work contemplated in the latest project has been completed, with the exception of a small amount of dredging in the sheltered area. The U. S. dredge Burton did the dredging necessary for the main- tenance of the entrance channel, and during the year 14,038 cubic yards of material was so removed at a field cost of $1,402.62. The amount expended under the existing project to June 30, 1910, was $251,533.99, of which amount $61,225.39 was for maintenance during the past seven years. The result of these expenditures has been to obtain a channel 200 feet wide and 21 feet deep at mean lake level through the outer bar and jettied channel for a distance of three-fourths of a mile. The project is regarded as 99 per cent completed. A channel 8 feet deep extends to Milan, 8 miles above the mouth, but there is practically no navigation on this part of the river. The available funds will be applied to maintenance to keep the improvement available. There has been a marked reduction in freight rates since the project was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. The commerce for Huron Harbor for the calendar year 1909 amounted to 881,106. short tons, a decrease of 286,468 tons from that reported in the calendar year 1908. July 1, 1909, balance unexpended ____ _____-_--________-__ $40, 549. 63 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 43,549. 63 June 30, 1910, amount expended during fiscal year, for maintenance of improvement__------------------------------------------- 3, 072. 31 July 1, 1910, balance unexpended____----- ___-_______-- 40, 477. 32 July 1, 1910, outstanding liabilities _______- - -___- 5, 135. 83 -__________ July 1, 1910, balance available- 35, 341. 49 .---.----------------------- (See Appendix O O 4.) 56. Vermilion Harbor, Ohio.-Vermilion Harbor is at the mouth of Vermilion River, which empties into Lake Erie about 20 miles east- ward from Sandusky. The improvement of this harbor was first undertaken in 1836, when an appropriation of $10,000 was made for the purpose. The original project provided for parallel jetties extending outward to 12 feet of water in the lake. The jetties were built, but the current only sufficed to maintain a channel of about 7 feet depth across the bar at ordinary lake level. In the natural condition of the harbor there was only about 2 feet of water at this place. Dredging was accordingly resorted to and the project enlarged to provide for a depth of 14 feet of water. This involved the removal of rock, and the project was never fully executed. The total amount of money expended on the original project is $133,277.55. The amount expended on existing project for maintenance to June 30, 1910, was $29,972.87. The money expended during the fiscal year was applied to contingent expenses, 868 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The result of these expenditures has been to provide a channel 12 feet deep to the inner end of the piers. A channel of 8 feet extends to the Lake Shore Railway bridge, one-half mile above. The water- surface fluctuations are similar to those at Huron or Lorain. The available funds will be applied to maintenance to keep the improvement available. The improvement has had little effect on freight rates as the ton- nage of the port is small. The receipts and shipments for the calendar year 1909 amounted to 2,265 short tons, an increase of 910 tons over that reported for the calendar year 1908. July 1, 1909, balance unexpended------------------------------- $2, 035. 87 Amount appropriated by river and harbor act approved June 25, 1910_ 1, 000.00 3, 035. 87 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 8. 74 July 1, 1910, balance unexpended .-------------------------- 3, 027. 13 (See Appendix O O 5;) 6. Lorain Harbor, Ohio.-This harbor is within the mouth of Black River, where it enters Lake Erie, 25 miles west of Cleveland. In its natural condition the depth of water at the mouth of this river at ordinary lake level did not exceed 3 feet, but the river itself was navigable for a distance of 3 miles from its mouth for all vessels then in use upon the lake. The first project, adopted in 1828, provided for the construction of parallel piers 200 feet apart, running out to a depth of 16 feet in the lake. This project was modified in 1873 and 1880. The piers have been rebuilt and extended from time to time, to keep pace with in- creasing requirements, and dredging has been resorted to to secure a greater depth than the natural currents would afford. The amount expended on this project was $292,202.88. A project was adopted by the river and harbor act of March 3, 1899. The project in detail is given in full in the Annual Report of the Chief of Engineers for 1898, pages 2718 to 2724, inclusive. It pro- vided for the construction of two rubble-mound breakwaters converg- ing toward the lake, having an opening between them at their outer extremities 500 feet in width and in prolongation of the axial line of the jettied channel. It also provided for repairing the jetties and for dredging the protected areas to a depth of 20 feet. The estimated cost was $695,500. The river and harbor act of June 6, 1900, authorized a maximum increase of cost of 10 per cent over the original estimates. The project was modified by the river and harbor act of March 3, 1909, to include an extension of the west arm of the breakwater to or toward shore with funds previously appropriated. A still further modification was authorized by the river and harbor act of June 25, 1910, which pro- vided for extension of both the east and west arms, and dredging in the harbor at an estimated cost of $248,129, with annual maintenance of $5,000, in accordance with the report printed in House Document No. 644, Sixty-first Congress, second session. The present project, therefore, is that adopted 1March 3, 1899, with the subsequent modifi- cations above described. RIVER AND HARBOR IMPROVEMENTS. 869 Under various contracts the east and west piers have been entirely rebuilt, two breakwaters have been built, the western one 1,800 feet long, the eastern one 1,500 feet long, and pierheads have been con- structed at the entrance of the outer harbor. There has been expended under the approved project to June 30, 1910, $657,801.13, of which amount $33,135.31 was for maintenance during the past seven years. Prior to that time the amounts expended for works of improvement and for maintenance were so involved that it is impracticable to separate them. There has been no expenditure under the modified project of 1910. The result of these expenditures has been to provide a jettied chan- nel 20 feet deep below.mean lake level and a channel of approach protected by deflecting breakwaters. A channel 21 feet deep below mean lake level extends 3 miles up the river to the steel plant. It is maintained by local authorities. The U. S. dredge Burton was engaged August 26 to September 7, 1909, and May 20 to June 7, 1910, in dredging necessary to the main- tenance of the entrance channel, removing 19,379 cubic yards of mate- rial at a field cost of $3,049.22. In accordance with the provisions of the river and harbor act of March 3, 1909, a survey of Lorain Harbor was made during the year, the report of which is contained in House Document No. 644, Sixty-first Congress, second session. The appropriation recommended will be applied to maintenance to keep the improvement available. The water-surface fluctuations are similar to those at Cleveland. There has been a marked reduction in freight rates since the project was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. The commerce for Lorain for the calendar year 1909 amounted to 5,220,427 short tons, an increase of 821,077 tons over that reported for the calendar year 1908. July 1, 1909, balance unexpended------------------------------ $118, 444. 09 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------- - ------------ 150, 000. 00 268,444. 09 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------- 5, 163. 73 July 1, 1910, balance unexpended------------------------------ 263, 280. 36 July 1, 1910, outstanding liabilities ------------------------------ 3, 187. 37 July 1, 1910, balance available--------------------------------- 260, 092. 99 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------ a 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 O O 6.) 7. Cleveland Harbor, Ohio.-Originally Cleveland Harbor was simply the mouth of Cuyahoga River, in which the water was shoal and sometimes the entrance wes entirely closed to boats by the sand. The first improvement was undertaken in 1825, and the plan con- templated straightening the channel and making it permanent by side a Exclusive of the balance unexpended July 1, 1910. 870 REPORT OF THE CHIEF OF ENGINEERS, 1. S. ARMY. jetties. The channel was dredged when necessary. The total ex- penditure under this plan was $346,244.84. In 1875 a project was adopted for a breakwater of timber cribs in 5 fathoms of water. The west breakwater was commenced in 1876 and completed in 1883, a total length of 7,130 feet. The east break- water was commenced in 1888 and continued at intervals until 1893, when its length was 2,494.5 feet. In 1895 an opening of 200 feet was made in the shore arm of the west breakwater as a sanitary measure. In 1896 Congress authorized the completion of the improvement at a total estimated cost not to exceed $1,354,000, in accordance with a project published in Annual Report of the Chief of Engineers for 1896, pages 2949 to 2953, inclusive. This project involved the com- pletion of the east breakwater, covering an extension of about 3,000 feet; removing superstructure of the old west breakwater to a depth of 2 to 3 feet below water level and replacing it with a superstructure of concrete masonry; reenforcing the cribs below the masonry; sheathing the face of the east breakwater; removing and rebuilding the east and west piers and widening the mouth of the river. A continuing contract for the work was authorized. The river and harbor act of 1899 authorized the deepening of the channel and sheltered area by dredging to a depth of 21 feet, which depth was increased to 25 feet by the river and harbor act of June 13, 1902. The estimated cost of the work was $478,400. (See Annual Report of the Chief of Engineers for 1899, pp. 3076 to 3078, inclusive, for project, and p. 3061 for estimate as revised.) The river and harbor act of June 13, 1902, authorized a further modification of the project by providing for improving and enlarging the entrance to the harbor and for extending the breakwater east- ward to Gordon Park, in the city of Cleveland, a distance of about 16,000 feet, at a total estimated cost of $4,481,456. This project is described in the Annual Report of the Chief of Engineers for 1901, pages 3277 to 3299, inclusive. The act authorized an expenditure of $2,800,000, all of which has been appropriated, but this authorization was increased by $900,000 in the river and harbor act of March 2, 1907, of which $451,000 is yet to be appropriated. This act also ap- propriated $98,000 for the construction of a government dock at the foot of Erie street, in the city of Cleveland, in accordance with plan printed in House Document No. 270, Fifty-ninth Congress, second session, contingent upon the consent of the Cleveland Yacht Club, which holds a lease of this frontage. The river and harbor act of June 25, 1910, authorized the connect- ing of the timber portion of the east breakwater with the new east breakwater extension and the removal of the inclined breakwater, and appropriated $250,000, in addition to authorizing $75,000 from pre- vious appropriations, or a total of $325,000 for this work. The existing project for the improvement of Cleveland Harbor is therefore a combination of those authorized by the acts of 1875, 1896, 1899, 1902, 1907, and 1910. There has been expended on the authorized project to June 30, 1910, $5,962,831.78, of which amount $508,259.72 was for maintenance during the past seven years. Prior to that time the amounts ex- pended for works of improvement and for maintenance were so involved that it is impracticable to separate them. There has been no expenditure under the project as modified by the act of 1910. RIVER AND HARBOR IMPROVEMENTS. 871 Prior to the present fiscal year, under various contracts, the mouth of the river was widened by dredging and the east and west piers were rebuilt, as intended, except a small amount of pier construction and excavating on the westerly side of the river in the vicinity of the Lake Shore Railway bridge to widen the channel. This work is waiting for title to the necessary real estate, which the city of Cleve- land has undertaken to acquire for the United States. The super- structure of the west breakwater was removed and replaced by con- crete masonry and the lake side of the cribs was partly protected with riprap. The old east breakwater was repaired and extended accord- ing to the project of 1896, except as modified by the river and harbor act of June 13, 1902, which reduced the length of the deflecting shore arm by 270 feet. " The new main entrance was completed. This work consists of two pierheads, two projecting breakwaters, and rubble mound protection to the old structure. The western division (westerly 5,000 feet) of the east breakwater extension was completed. From 1899 to 1904, 766,928 cubic yards of material was excavated in the harbor. This was in the nature of maintenance work. Since 1904 dredging in the basins and jettied channel has been carried on as available funds permitted. During the present fiscal year work on the eastern division of the east breakwater extension under contract of November 20, 1902, has been prosecuted and this contract is now 95.4 per cent completed. Work on the further extension has been in progress under contract of January 14, 1909, and is now 42.1 per cent completed. A contract for dredging in the basin was completed November 30. Under this contract 232,803 cubic yards of material was removed. The wharf at the foot of East Ninth street was completed November 27. The storehouse is yet to be built. As a result of the expenditures a navigable channel 25 feet in depth has been provided at the mouth of the river and the large outer har- bor has been partially constructed, a portion of which is available for docks and anchorage. The project as a whole is regarded as 85 per cent completed. Cuyahoga River has a navigable depth of 20 feet to Jefferson street, 4 miles above its mouth, and 16 feet for 1l miles farther, and is main- tained by local authorities. The usual variation in the level of the water surface during the season of navigation is from 1 foot above to 2 feet below mean lake level. Fluctuations due to wind are about 2 feet. The appropriation recommended will be applied to the construction of the east breakwater extension and to maintenance. There has been a marked reduction in freight rates since the project was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. The commerce for Cleveland Harbor for the calendar year 1909 amounted to 12,392,425 short tons, an increase of 2,233,255 tons over that reported for the calendar year 1908. UNDER CONTRACTS, ETC., AUTHORIZED BY ACT OF JUNE 3, 1896. July 1, 1909, balance unexpended___---- ---------- $45, 484. 84 Amount appropriated by sundry civil act approved June 25, 1910___ 42, 000. 00 July 1, 1910, balance unexpended __-- ------------ 87, 484. 84 872 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. MAINTENANCE (DREDGING) AND CONTINUING IMPROVEMENT. July 1, 1909, balance unexpended--------------------------- $57, 783. 69 Amount appropriated by river and harbor act approved June 25, 1910_ 75, 000. 00 132, 783. 69 June 30, 1910, amount expended during fiscal year, for works of improvement --------------- 46, 204.08 July 1, 1910, balance unexpended_-----_---------__--- 86, 579. 61 July 1, 1910, outstanding liabilities_----------------------- - 7, 729. 00 July 1, 1910, balance available----------------__ -- - 78, 850. 61 WHARF ROOM. July 1, 1909, balance unexpended_-------------------- $97, 942. 92 June 30, 1910, amount expended during fiscal year, for works of improvement ___---------------------___-------__ 85, 278. 97 July 1, 1910, balance unexpended__--_-------_-___-_____ 12, 663. 95 FOR CONNECTING THE EAST BREAKWATER EXTENSION WITH THE COMPLETED WORK AND FOR THE REMOVAL OF THE OLD BREAKWATER ARM. Amount appropriated by river and harbor act approved June _-----------$250, 25, 1910_---- -------------------------- 000. 00 Amount made available (from balance from main entrance and new breakwater, authorized in 1902) ------------ --..- 75, 000.00 July 1, 1910, balance unexpended-- ----- -------.... ---- 325, 000. 00 NEW ENTRANCE, BREAKWATER EXTENSION, ETC., ACTS OF JUNE 3, 1902, AND MARCH 2, 1907. July 1, 1909, balance unexpended__------------------------- $537, 511.95 Amount appropriated by sundry civil act approved June 25, 1910___ 249, 000. 00 786, 511. 95 Less amount made available by river and harbor act of June 25, 1910, for connecting east breakwater extension with completed work, and removal of breakwater arm- --- ------------- 75, 000. 00 711, 511. 95 June 30, 1910, amount expended during fiscal year, for works of improvement--------------------------------------- 307, 650.20 July 1, 1910, balance unexpended_-- .... ---- ______.... ___403, 861. 75 July 1, 1910, outstanding liabilities_ ............. ............ . 45, 262. 58 July 1, 1910, balance available _.........-------------- 358, 599. 17 July 1, 1910, amount covered by uncompleted contracts----------731, 089. 88 Amount (estimated) required for completion of existing project___ a451, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________________-------------200,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. o Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 873 CONSOLIDATED. July 1, 1909, balance unexpended ______- ____- -- -______-$738, 723. 40 Amount appropriated by sundry civil act approved June 25, 1910-- 291, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ 325, 000. 00 1, 354, 723.40 June 30, 1910, amount expended during fiscal year, for works of improvement ........- __________------ 439, 133. 25 July 1, 1910, balance unexpended-------------------------- 915, 590.15 July 1, 1910, outstanding liabilities___--- ------------- ___- 52, 991. 58 July 1, 1910, balance available_ ........ __ __--------__ 862, 598. 57 July 1, 1910, amount covered by uncompleted contracts _____ -_ 731, 089. 88 Amount (estimated) required for completion of existing project___4 451, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ___________________________ a200, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O O 7.) 8. Fairport Harbor, Ohio.-This harbor is situated at the mouth of Grand River, 30 miles east of Cleveland. Before the improve- ment was undertaken the depth across the bar at the mouth of the river was variable. The first improvement was undertaken in 1825, and the original project provided for the construction of parallel jetties of cribwork filled with stone, placed about 200 feet apart, and extending outward across the bar and into the lake. The jetties were extended from time to time until the west jetty attained a length of 2,370 feet and the east jetty 1,765 feet from the original shore line. These jetties have been repeatedly repaired and rebuilt as necessities required, and the channel has been deepened and dredged many times. The total expended to June 3, 1896, on the original project was $368,940.09. By the river and harbor act of June 3, 1896, the existing project for this improvement was adopted. This project is described in the Re- port of the Chief of Engineers for 1896, pages 2956 to 2958, inclusive, and provides for the construction of two breakwaters converging toward -the lake, the outer ends being in deep water, and sufficient space being left between them to afford an easy entrance to the jettied channel. The breakwaters were to terminate in pierheads 50 feet square, the west breakwater to have a length of 2,050 feet and the east breakwater 1,350 feet. The estimated cost of the work, includ- ing dredging between the breakwaters to a depth of 20 feet, was $510,000, which was revised to $585,000 in 1900. (See Annual Report of the Chief of Engineers for 1900, pp. 4071-4072.) A further modification of the project occurs in the river and harbor act of March 3, 1905, which provides that the westerly arm of the breakwater may be extended to a point at or near the shore, the expense thereof to be paid from the appropriations therein and there- tofore made. The estimated cost of this extension was $120,000. The river and harbor acts of June 13, 1902, and March 3, 1905, pro- vided also for maintenance of the old work. Five hundred and eighty a Exclusive of the balance unexpended July 1, 1910. 874 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. linear feet of the shoreward end of the east jetty was rebuilt of tim- ber cribs with concrete top and 570 linear feet of the west jetty was sheathed and capped with concrete and stone. The outer portions have been sheathed below water and otherwise repaired. The west breakwater has been completed, with the exception of the outer 1,000 feet. This section, which consists of rubble mound breakwater, is in the course of construction and is 95 per cent complete. Dredging has been done as necessary to maintain the channel. The river and harbor act of June 25, 1910, made an appropriation of $100,000 for continuing improvement and for maintenance, and au- thorized continuing contracts in the sum of $150,000 additional for completing the project. The usual spring dredging necessary to maintain the channel was done during May by the U. S. dredge Burton; 10,823 cubic yards of material was so removed at a field cost of $883.41. There has been expended on the existing project to June 30, 1910, $539,401.57, of which amount $126,767.47 was for maintenance dur- ing the past seven years. Prior to that time the amounts expended for works of improvement and for maintenance were so involved that it is impracticable to separate them. The result of these expenditures has been to obtain a channel 20 feet deep at mean lake level across the bar at the mouth of the river and to protect the entrance from westerly storms. The project is regarded as about 65 per cent completed. The appropriation recomihended will be applied to completing the project and to maintenance to keep the improvement available. There has been a marked reduction in freight rates since the project was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. The water surface variations are similar to those of Cleveland. The commerce for Fairport Harbor for the calendar year 1909, amounted to 2,703,283 short tons, an increase of 401,008 tons over that reported for the calendar year 1908. July 1, 1909, balance unexpended__-_______________ - -___ $82, 835. 17 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------ 100,000. 00 182, 835. 17 June 30, 1910, amount expended during fiscal year: For works of improvement ------------------- $33, 452. 28 For maintenance of improvement ---------- ____ 1, 408. 40 34, 860. 68 . July 1, 1910, balance unexpended__-- -- - - - -____ 147, 974. 49 July 1, 1910, outstanding liabilities_____----------------------- 4, 318. 10 July 1, 1910, balance available .----------------------------- 143, 656. 39 July 1, 1910, amount covered by uncompleted contracts --------- 35, 676. 63 Amount (estimated) required for completion of existing project___ a150, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ------------------------ 150, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O O 8.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 875 9. Ask tabula Harbor, Ohio.-This harbor is situated at the mouth of the Ashtabula River, 56 miles east of Cleveland. In its natural condition the mouth of the river was obstructed by a bar upon which the depth of water varied according to weather conditions. The greatest depth on the bar that could prevail was 9 feet at ordinary lake level, this being the distance to the underlying rock near the shore line. The original project for the improvement of this harbor was adopted in 1826 and provided for the construction of two parallel jet- ties extending outward into the lake. These jetties have been built and repaired from time to time and extended farther into the lake, and the channel has been deepened by dredging to meet the increasing demands of commerce, the project being modified accordingly. The total amount expended on the original project was $565,192.27. A project was adopted under the authority of the river and harbor act of 1896 and is described in the Report of the Chief of Engineers for 1895, pages 3122 to 3126, inclusive, and provides for the construc- tion of two breakwaters, each 1,500 feet long, and two pierhead cribs, at an estimated cost of $465,000. This plan was modified as explained in the Annual Report of the Chief of Engineers for 1896, pages 2963 and 2964, to provide a west breakwater 1,800 feet long and an east breakwater 1,200 feet long. The river and harbor act of March 3, 1899, authorized a continuing contract to be made for the construction of these breakwaters, at a cost not to exceed $430,000, all of which has since been appropriated. The river and harbor act of March 3, 1905, authorized the expendi- ture of the unexpended balance on hand to the credit of the improve- ment for the extension of the west breakwater to a point at or near the shore, and the funds have been applied toward the prolongation of the west breakwater 1,580 feet. The river and harbor act of June 25, 1910, appropriated $115,000 and authorized continuing contracts for an additional amount not to exceed $376,430, these amounts to be applied to continuing the im- provement in accordance with the report contained in House Docu- ment No. 654, Sixty-first Congress, second session. This report includes a plan for constructing extensions at both ends of the exist- ing west breakwater, for a new east breakwater, and the removal of a portion of the old, at an estimated cost of $1,385,529, with an annual maintenance charge of about $5,000. The present project is that adopted in 1896, as modified and enlarged by the river and harbor acts of 1905 and 1910. Under the authoriza- tion of 1910 there is yet to be appropriated $376,430. During the year a contract for reenforcing the timber portions of the west breakwater with rock and extending this breakwater toward shore was completed. In accordance with the river and harbor act of March 3, 1909, a sur-. vey of Ashtabula Harbor was made the report of which is contained in House Document No. 654, Sixty-first Congress, second session. The amount expended on the approved project to June 30, 1910, is $819,039.35, of which amount $22,901.43 was for maintenance dur- ing the past seven years. Prior to that time the amounts expended for works of improvement and for maintenance were so involved that it is impracticable to separate them. There has been no expenditure under the project as modified by the act of 1910. 876 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As a result of these expenditures the depth across the bar at the mouth of the river has been increased to 20 feet and an outer harbor has been provided. A 20-foot channel extends up the river 1l miles above its mouth and is maintained by the local authorities. The project is regarded as 35 per cent completed. The appropriation recommended will be applied to breakwater construction under the project of 1910. The sum named ($376,430) is the amount covered by the continu- ing-contract authorization provided for in the act of June 25, 1910, and includes only about one-fourth of the total estimated cost of the improvement. In order that the work may be prosecuted continuously and advantageously, it is recommended that additional contracts be authorized at an early day for the additional work necessary for the completion of the project. The water-surface variations are similar to those at Cleveland. There has been a marked reduction in freight rates since the proj- ect was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. In 1904 the Secretary of War, under authority of law, gave per- mission to the Pittsburgh, Youngstown and Ashtabula Railroad Com- pany to completely remove the west jetty and to replace the same by a bulkhead 60 feet farther to the west, thus increasing the width of the channel. A description of this improvement is contained in the Annual Report of the Chief of Engineers for 1908, page 758. In May, 1906, authority was also granted by the Secretary of War to the Lake Shore and Michigan Southern Railway Company to make certain improvements on the easterly side of the river. A description of this improvement is contained in the Annual Report of the Chief of Engineers for 1909, page 795. The commerce of Ashtabula Harbor for the calendar year 1909 amounted to 13,154,061 short tons, an increase of 7,218,964 tons over that reported for the calendar year 1908. July 1, 1909, balance unexpended______------------------ $80, 424. 25 Amount appropriated by river and harbor act approved June 25, 1910_------------------------- 115, 000. 00 195, 424. 25 June 30, 1910, amount expended during fiscal year: For works of improvement------- $59, 825.85 For maintenance of improvement-___---------- 2, 003. 66 61, 829. 51 July 1, 1910, balance unexpended ________------ ___ -_______ 133, 594. 74 July 1, 1910, outstanding liabilities_-.... ____.... _______-- 374. 38 July 1, 1910, balance available_____ ______. __-______ 133, 220.36 Amount (estimated) required for completion of existing project_ a 1, 270; 529. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________------------------------a 376, 430.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O O 9.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR. IMPROVEMENTS. 877 10. Conneaut Harbor, Ohio.-Conneaut Harbor is at the mouth of Conneaut Creek, 69 miles east of Cleveland. In its natural condition the creek was obstructed by a bar at its mouth, over which the average depth of water did not exceed 2 feet at ordinary lake level. The first improvement was undertaken in 1829, and consisted in the construction of parallel jetties of timber cribs filled with stone. The greatest depth obtained under this project did not exceed 12 feet. No appropriations were made for this harbor from 1880 to 1892. At the end of this period the jetties were in a decayed and ruinous condition, and the channel had filled up with sand and silt, and had practically reverted to its original condition. The harbor could only be used by small sailing craft such as were then engaged in fishing. In 1892 a project was prepared which provided for the construc- tion of parallel jetties 200 feet apart and extending outward to a depth of 17 feet in the lake, and appropriations under this project were made to 1896. Expenditures on the early projects were $192,448.47. A project was authorized by the river and harbor act of June 3, 1896, and is described in the Annual Report of the Chief of Engi- neers for 1896, pages 2970-2972, inclusive. This project provides for the completion of the jetties to a depth of 17 feet in the lake, and the construction of two detached breakwaters converging toward the lake and designed to shelter the entrance to the jettied channel, and for securing a navigable depth of 20 feet in the channel and sheltered area. The estimated cost of the work was $610,000, ex- clusive of maintenance. The river and harbor act of June 25, 1910, appropriated $144,900 for maintenance and continuing improvement in accordance with the report contained in House Document No. 653, Sixty-first Congress, second session. This report includes plans for extensions to the east breakwater, a new west breakwater, the removal of portions of the existing west breakwater and east pier, and dredging in the outer harbor, all at an estimated cost of $1,338,681, with not to exceed $10,000 annually for maintenance. The existing project is therefore that of 1896 as modified and enlarged by the act of 1910. The total amount expended on the existing project to June 30, 1910, is $653,607.22, of which amount $40,783.97 was for maintenance during the past seven years. Prior to that time the amounts ex- pended for works of improvement and for maintenance were so involved that it is impracticable to separate them. There has been no expenditure under the project as modified by act of 1910. The U. S. dredge Burton worked during a portion of April and May restoring the usual width and depth in the channel; 18,698 cubic yards of material was so removed, at a field cost of $1,709.80. The U. S. dredge Maumee also worked at the harbor October 6 to November 18, 1909, removing 21,030 cubic yards of material, at a field cost of $2,497.69. As a result of the expenditures the depth across the bar at the mouth of the creek has been increased to 20 feet and an outer harbor has been provided. A 20-foot channel extends up the creek 1l miles above its mouth and is maintained by local authorities. The water surface variations are similar to those at Cleveland. 878 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The appropriation recommended will be applied to continuing im- provements in accordance with existing project. While the sum named ($160,000) is probably all that will be actually required for the next year's operations, the work can be prosecuted more econom- ically and advantageously on a larger scale, and it is recommended that the appropriation of this amount in cash be supplemented by a continuing-contract authorization covering the additional work neces- sary for the completion of the project. The commerce for Conneaut Harbor for the calendar year 1909 amounted to 9,747,808 short tons, an increase of 3,280,474 tons over that reported for the calendar year 1908. There has been a marked reduction in freight rates since the project was inaugurated, but it is impracticable to determine how much of this reduction is due to this particular improvement. July 1, 1909, balance unexpended ____-___- - - -$34, 869. 54 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------------------------- 144, 900. 00 Amount refunded by Isthmian Canal Commission during fiscal year ------------------------------------------ 2, 188. 21 181, 957. 75 . June 30, 1910, amount expended during fiscal year For Isthmian Canal Commission-__________ a$2, 218.69 For maintenance of improvement- -__-__-___ 9, 182.74 11, 401. 43 July 1, 1910, balance unexpended__ _____-__-_________ 170, 556. 32 July 1, 1910, outstanding liabilities______-------------------- 5, 211. 88 July 1, 1910, balance available....---------------___ --- 165, 344.44 Amount (estimated) required for completion of existing project_ b 1, 193, 781. 00 IAmount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ________- ____ b 160, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix O O 10.) 11. Removing sunken vessels or craft obstructing or endangering navigation.-(a)Schooner Spademan.-During a storm on December 13, 1909, this vessel sunk in the South Passage, west end of Lake Erie, in the vicinity of South Bass Island. The wreck was located April 11, 1910, about two-thirds mile SSE. one-fourth mile S. from South Bass light, in 35 feet of water, depths over it ranging from 17 to 23 feet. It was found to be a serious menace to navigation, and was removed to a clear depth of 28 feet during April, 1910, by the use of dynamite. The U. S. tug Spear and other government plant was employed for this work. The cost of removing the wreck was $905.05, and was paid for from an allotment made May 7, 1910, under pro- visions of section 20, river and harbor act of March 3, 1899. (b) Tug Osceola.-This tug sunk early in the spring of 1910, in Huron River, in such position that the entrance of the Wheeling and Lake Erie Railway Company's slip was obstructed. On May 27 a Of this amount, $838.21 is still to be refunded. b Exclusive of the balance unexpended July 1, 1910, RIVER AND HARBOR IMPROVEMENTS. 879 and 28 this wreck was removed by the U. S. dredge Maumee and plant at a cost of $121.68. No special allotment was required for this work, as the cost is to be paid by the railway company. (See Appendix O O 11.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Lorain Harbor, Ohio, with a view to enlarging and improving the outer harbar area; also the dock wall on the east side of the river extending east of the gov- ernment pier shoreward to connect with completed work.-Reports dated April 14, 1909, and January 20, 1910, respectively, are printed in House Document No. 644, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $248,129 is presented. 2. Preliminaryexamination and survey of Conneaut Harbor, Ohio, with a view to enlarging and improving the outer harbor area.-- Reports dated April 10, 1909, and January 20, 1910, respectively, are printed in House Document No. 653, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $1,338,681 is presented. 3. Preliminaryexamination and survey of Ashtabula Harbor, Ohio, with a view to enlarging and improving the outer harbor area.- Reports dated April 15, 1909, and January 20, 1910, respectively, are printed in House Document No. 654, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $1,385,529 is presented. 4. Preliminary examination and survey of Port Clinton Harbor, Ohio.-Reports dated May 13, 1909, January 20, and February 4, 1910, respectively, are printed in House Document No. 815, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government further than that contem- plated by the existing project. The local officer was also charged with the duty of making a pre- liminary examination and survey of Maumee River, Ohio, provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE BUFFALO, NEW YORK, DISTRICT. This district was in the charge of Col. W. L. Fisk, Corps of Engi- neers, division engineer, Lakes Division. 1. Harbor at Erie, Pa.-In its original condition the harbor of Erie was nearly landlocked, the only entrance being at the east end through a channel which was narrow and tortuous, variable in posi- tion, with a depth of about 6 feet. 880 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original project approved March.26, 1824, provided for closing the eastern end of the harbor by means of a breakwater, in which there should be an opening 200 feet wide, and for extending as re- quired to keep them abreast of the 16-foot contour in the lake, two parallel piers, one on each side of the opening. The project also in- cluded the necessary work of dredging to keep the channel open, making the necessary repairs to existing structures, and maintaining the Presque Isle Peninsula. The project was modified by the river and harbor act of March 3, 1899, to require the harbor basin and entrance channel to be dredged to a depth of 20 feet at mean lake level, the north and south piers to be provided with concrete superstructure and extended 500 and 1,000 feet, respectively, and, conditionally, as stated in House Document No. 70, Fifty-fifth Congress, first session, four protection jetties to be built along the outer shore of Presque Isle Peninsula. The estimated cost of completing the project, modified as stated above, was $377,000. The project was further modified by the river and harbor act of June 25, 1910, to provide a depth of 20 feet available at all stages in parts of the harbor basin as designated in Committee on Rivers and Harbors Document No. 26, Sixty-first Congress, second session; esti- mated cost $75,625, making the total estimate of the project now in force $452,625. The amount expended to June 30, 1910, was $1,379,247.30. It is impracticable to separate the costs of construction and maintenance. At the beginning of the past fiscal year, under the modified project, 1,210 feet of wooden superstructure on north pier had been replaced with concrete; the north pier had been extended 510 feet and the south pier 1,000 feet; two of the protection jetties on the outer shore of the peninsula had been built; the channel and basin dredged 20 feet deep, except the shoal area along the harbor line, abreast and west of the public dock, which will be dredged this season, and the wooden superstructure on all of the south pier (1,217 feet) had been replaced with concrete. During the fiscal year the entrance channel and a portion of the harbor basin were redredged under contract to restore project depth, and the dredging of the shoal area along the harbor line abreast and west of the public dock was started under contract, all for mainte- nance. Project about 95 per cent completed. Remainder of project con- sists of pier extension from time to time and building two jetties on Presque Isle Peninsula provided for conditionally. The maximum draft that could be carried June 30, 1910, at mean lake level over the shoalest part of the locality under improvement was 19 feet, and the usual variation of level of water surface is about 2 feet. The following table gives the total arrivals and departures of vessels with their tonnage for the past ten years: Year. Number. Short tons. Year. Number. Short tons. 1900...... ........... 2, 709 3,403,312 1905 ............ ....... 2, 632 4,134,459 1901..................... 3,405 3,204,325 1906........................ 2,579 4,477,764 1902.......... ..... ... 2,809 3,873,734 1907........................ 2,927 5,504,896 1903......... ............. 2,423 3,503,628 1908........... ......... 2,093 3,690,578 1904................. .... 1,996 2,890,321 1909.............. .... 2,473 3,969,351 RIVER AND HARBOR IMPROVEMENTS. 881 The project is reported to have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. The amount required for expenditure in fiscal year ending June 30, 1912, will be used to replace 375 linear feet of decayed timber superstructure on the north pier with concrete, to make minor repairs on piers, and to maintain project depths, necessary to make the im- .provement available. For more extended information and photographs, see Annual Re- port of the Chief of Engineers for 1900, page 4100 et seq., and for 1903, page 2115 et seq.; for list of surveys, see page 3239, Annual Report of the Chief of Engineers for 1897. Reference to report on examination made in compliance with act of March 2, 1907, will be found on page 770 of report for 1908. Report of examination with a view to extension of the piers is printed in House Document 394, Sixty-first Congress, second session; report of Board of Engineers for Rivers and Harbors in Rivers and Harbors Committee Document No. 26, Sixty-first Congress, second session. A chart of Erie Harbor is issued in the series of charts of the Sur- vey of the Northern and Northwestern Lakes, index 332. July 1, 1909, balance unexpended_------- ----------__-_____ $68, 735. 79 Amount appropriated by river and harbor act approved June 25,1910_ 70, 000. 00 138, 735. 79 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------- ------------------ 15, 100. 81 July 1, 1910, balance unexpended _.----------...... __.-------. 123, 634. 98 July 1, 1910, amount covered by uncompleted contracts--------- _ 25, 848. 02 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ -__- -_____- _____ a30, 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 P 1.) 2. Harborof Dunkirk, N. Y.-This is an artificially protected har- bor lying in an indentation of the south shore of Lake Erie, between Point Gratiot on the west and Battery Point on the east. The dis- tance between these points is 9,600 feet, and the maximum breadth of the indentation is 3,600 feet. The original depth of water was about 10 feet at mean lake level and 15 to 16 feet to underlying rock. The project, approved November 30, 1870, provided for a detached breakwater, 2,860 feet long, one part of which, 2,300 feet long, was to be nearly parallel with the shore; the other part, 560 feet long, to be nearly parallel with the axis of the entrance channel. This breakwater and the pier already built, 1,410 feet long, were to form the harbor, and the old channel was to be enlarged to 170 feet wide and 13 feet deep. The project adopted by Congress and provided for by the river and harbor act of June 3, 1896, consisted in completing the breakwater, as before planned, by the addition of 360 feet to its eastern end and aExclusive of the balance unexpended July 1, 1910. 56932°-ENG 1910----56 882 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. adding the channel arm, 560 feet long, and in addition thereto dredg- ing the entrance channel and a harbor basin, containing in all about 65 acres, to a depth at mean lake level suitable for vessels drawing 16 feet. This work was completed in 1898 at a total cost of $389,060.55. Th project was modified by the river and harbor act of June 25, 1910, to provide for the removal of a rocky reef bordering on the inner entrance channel to a depth of 18 feet at mean lake level, as designated in House Document No. 720, Sixty-first Congress, second session, at an estimated cost of $99,275, which amount is appropriated by the act, but which is made contingent upon local authorities con- structing a suitable concrete dock, or providing such other terminal facilities as may be approved by the Secretary of War. The total amount expended on the harbor to June 30, 1910, was $983,063.79. It is impracticable to separate the costs of construction and maintenance. During the fiscal year repairs on west pier were begun under con- tract. The project is completed, except maintenance, and removal of rock reef. The maximum draft that could be carried June 30, 1910, at niean lake level, over the shoalest part of the locality under improvement was 16 feet, and the usual variation of level of water surface is about 2 feet. Freight rates have not been affected by the project. The following table gives the total arrivals and departures, includ- ing tonnage, for the past ten years: Year. Number. Short tons. Year. Number. Short tons. 1900 ...................... . 278 107,316 1905. .................... 115 9,502 1901.................... .... 171 49,148 1906....................... 111 11,310 1902......................... 143 33,435 1907........................ 97 5,712 1903........................ 237 64,803 1908........................ 117 3,422 1904........................ 117 5,128 1909........................ 72 1,195 For more extended information and map, see Annual Report of the Chief of Engineers for 1898, page 2748, et seq., and for reports of surveys, see page 3127, Annual Report of the Chief of Engineers for 1896, and page 4150, Annual Report of the Chief of Engineers for 1900. Reference to report on examination made in compliance with act of March 2, 1907, will be found on page 770 of report for 1908. A chart of Dunkirk Harbor is issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 318. July 1, 1909, balance unexpended 203. 16 $----------------------------7 Amount appropriated by river and harbor act approved June 25, 1910 -------------- ----------------------------------- 99, 275. 00 106, 478. 16 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ----------------------------- 49.57 July 1, 1910, balance unexpended __---------------------------- 106, 428. 59 July 1, 1910, amount covered by uncompleted contracts-- ---- .- 4, 574. 00 (See Appendix P P 2.) RIVER AND HARBOR IMPROVEMENTS. 883 3. Harborat Buffalo, N. Y.-Buffalo Creek was the original harbor of the port of Buffalo. In its original condition the entrance channel from the lake was shallow and frequently closed by a gravel bar. The original project for the improvement of this harbor was adopted in 1826, and provided at first for the construction of piers on the north and south sides of Buffalo Creek. Subsequently, a masonry sea wall, 5,400 feet long, was built along the lake shore south of the harbor entrance, and a sand-catch pier of piles and stone, 879 feet long, built out from the shore. Between 1868 and 1893 a detached breakwater, 7,600 feet long, was built of timber cribs about a half mile distant from the lake shore and parallel with it. A shore arm about 4,000 feet long was projected in 1874 to extend to the south end of this breakwater, leaving an opening of 150 feet. Work on this was in progress when it was wrecked by storm in 1893. A new project was adopted in 1895 on the recommendation of a Board of Engineer officers, and consisted of the abandonment of the shore arm and the extension of the breakwater to Stony Point. The report of the Board and details of its plans are published in the Annual Report of the Chief of Engineers for 1895, page 3153 et seq. The river and harbor act of June 3, 1896, added to the project of the Board by providing for the construction of a farther length of the sand-catch pier, extending it to the established pierhead line. The river and harbor acts of June 6, 1900, and June 13, 1902, made special provision for deepening the entrance to Buffalo Harbor and the city ship canal. The entrance channel has been dredged 23 feet deep at mean lake level for a width of 200 to 300 feet for 2,200 feet outward from outer end of north pier, 150 feet wide between the piers to its inner end (junction of Buffalo River and city ship canal), except over an area of rock at that point, where the depth is from 214 to 23 feet. The river and harbor act of June 25, 1910, made further special provision for removal of shoals outside north harbor entrance and for the removal of the Watson elevator site on certain conditions, at estimated cost of $37,400 and $62,205, respectively. The project now in force for the improvement of Buffalo Harbor, adopted June 3, 1896, and modified by the emergency river and har- bor act of June 6, 1900, and the river and harbor acts of June 13, 1902, March 3, 1905, March 2, 1907, and June 25, 1910, is as follows: (a) To build an extension of the breakwater to Stony Point, leav- ing the necessary openings for the convenience of commerce. (b) To extend the sand-catch pier to the established pierhead line. (c) To build an arm 1,000 feet long to the Stony Point section of breakwater for the purpose of protecting the south harbor entrance. (d) To maintain existing structures by strengthening timber-crib concrete portions and by making repairs and replacing the wooden superstructure of the breakwater with concrete and stone when netes- sary, and to maintain the north entrance channel 23 feet deep at mean lake level. (e) To dredge to a depth of 23 feet at mean lake level an area at south end of harbor sufficient to provide access to canals of Lacka- wanna Steel Company and Buffalo and Susquehanna Iron Company. 884 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (f) To remove to a depth of 23 feet a shoal outside the main or north entrance to the harbor. (g) Removal of additional shoals outside main entrance to harbor. (A) Removal of Watson elevator site. Of the above, items (a) and (b) have been completed, (c) is now in progress, (d) will be required indefinitely, (e) is completed; it is expected to complete (f) during the present season, and (g) and (h) during the next two years. The amount expended to June 30, 1910, was $5,657,522.62. It is impracticable to separate the cost of construction and maintenance. During the year work on the south entrance arm has been con- tinued; 616 feet is completed and the remainder is in progress under contract. Work of repairing damage by storm of January 20, 1907, which damaged the old section of the breakwater for a distance of 1,910 feet, has been completed. Work of removing shoals outside main entrance to harbor has pro- gressed very slowly and time limit for completion of contract has been waived, the contractor to pay the extra expenses incurred by reason of waiver. At the close of the fiscal year 95 per cent of the work permissible under the existing contract had been done and the remainder is expected to be completed in July, 1910. The additional removal of shoals with funds provided by the river and harbor act of June 25, 1910, will be begun under contract early in the next fiscal year. No estimate of funds is made for the fiscal year ending June 30, 1912. A good harbor has been obtained. The principal features are north and south piers and the entrance channel between them at the mouth of Buffalo Creek, in which most of the business of the port is done, and the outer breakwater system, consisting of four sections of break- water of an aggregate length of 22,603 feet, inclosing an outer harbor 42 miles long and over one-half mile wide. This breakwater system comprises 8,894 linear feet of breakwater of timber-crib-concrete type, 7,250 linear feet of stone or rubble-mound type, 2,633 feet of timber- crib-stone type, and 3,823 feet of timber-crib type. The maximum draft that could be carried June 30, 1910, at mean lake level over the shoalest part of the locality under improvement was 20 feet. The usual variation of level of water surface is from 3 to 4 feet, with maximum variation much greater. The commerce of Buffalo is large. During the year of 1909 there were 6,659 arrivals and departures of vessels by lake and river, with 14,145,013 short tons of freight. The arrivals and departures of canal boats by the Erie Canal were 4,230, with 1,568,615 short tons of freight. The principal receipts by lake and river were wheat, corn, flour, oats, iron ore, lumber, copper, pig iron, glucose, lard, and pork. The total receipts amounted to 9,923,176 tons. The shipments by lake were principally coal, sugar, salt, and ce- ment, and aggregated 4,221,837 tons. RIVER AND HARBOR IMPROVEMENTS. 885 For comparison the following table is given, showing the arrivals and departures by lake and canal and the tonnage for the past five years: Lake. Canal. Year. Number. Short tons. Number. Short tons. 1905 .................................. 7,950 12,090,153 4,902 985,861 1906.............. ......................... 8,294 13,876,759 5,666 1,769,919 1907..... ....................................... . 8, 205 14,578,233 5,014 1,942,455 1908.... ......................................... 6,191 12,178,874 4,482 1,621,527 1909....... ........................... 6,659 14,145,013 4,230 1,568,615 Total shipments and receipts: 1908, 13,800,401 short tons; 1909, 15,713,628 short tons. The project is reported to have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. For more extended information and maps and photographs, see Annual Reports of the Chief of Engineers since 1897, and for reports of surveys, see page 3153, Report of Chief of Engineers for 1895, and reference on page 703, Report of Chief of Engineers for 1906, printed in full in House Document No. 240, Fifty-ninth Congress, first session. A chart of Buffalo Harbor is issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 312. July 1, 1909, balance unexpended----------------------------- $404, 370. 37 Amount appropriated by river and harbor act approved June 25, 1910 _------------------------------------------------------- 99, 605. 00 503, 975. 37 June 30, 1910, amount expended during fiscal year: For works of improvement--------- ----------- $78, 931.01 For maintenance of improvement---------------151, 871.02 230, 802. 03 July 1, 1910, balance unexpended----------------------------- 273, 173. 34 July 1, 1910, amount covered by uncompleted contracts----------- 66, 159. 42 (See Appendix P P 3.) 4. Lake Erie entrance to Black Rock Harbor and Erie Basin, New York.-The adopted project contemplated the formation, by dredg- ing and rock removal, of a channel 2,300 feet long, 400 feet wide, and 23 feet deep at mean lake level, except where bed rock is found at a depth of 22 feet, from Buffalo main entrance channel to Erie Basin, and a branch channel and basin 1,920 feet long, 500 feet wide, and 23 feet deep at mean lake level, to Black Rock Harbor, at an esti- mated cost of $814,643. In its original condition there was a depth of from 12 to 18 feet at mean lake level. The act of June 13, 1902, authorized the letting of a continuing contract in the sum of $614,643, exclusive of amount appropriated, for completing the work. The plan of improvement is printed in House Document No. 125, Fifty-sixth Congress, second session, and in the Annual Report of the Chief of Engineers for 1901, page 3345. 886 REPORT OF THE CHIEF OF ENGINEERS, U. S. AIMY. The work was begun April 30, 1903, under a continuing contract for the whole work, to be completed under certain conditions of con- tract on or before December 31, 1906. The work was not completed on that date, and the time limit was waived for a reasonable period, the contractor to pay the extra ex- pense incurred by reason of the extension of time. The work was completed December 31, 1908, at a cost of $814,643, r this being the total amount expended to June 30, 1910, for work of improvement. The maximum draft that could be carried over the shoalest part of the locality under improvement at mean lake level June 30, 1910, was 21 feet, and the usual variation of level of water surface from 3 to 4 feet, with maximum variation much greater. For commercial statistics, see report on Buffalo Harbor, New York. The locality is shown on a chart of Buffalo Harbor and Niagara River to the Falls, issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 312, and on an index map facing page 2142, Annual Report of the Chief of Engineers for 1903. Reference to survey is made on page 592, Annual Report of the Chief of Engineers for 1900. The project, being auxiliary to the improvement at Buffalo, has not, as a separate work, affected freight rates. (See Appendix P P 4.) 5. Black Rock Harbor and channel, New York.-Black Rock Har- bor is in reality a canal built along the east bank of Niagara River, separated therefrom by Bird Island pier and Squaw Island, and having at its lower end a lock of 5 feet lift, 36 feet wide by 200 feet long, and a depth of 94 feet on miter sills at mean lake level. This harbor, or canal, was separated from the Erie Canal by a wall of stone and earth, and was constructed as a terminal for the Erie Canal. From 1829 to 1834 appropriations amounting to $52,098 were made by the United States and applied to the construction of the Bird Island pier or breakwater. The object of the present project is to provide a channel for deep- draft vessels between Buffalo and Tonawanda around the rapids at the head of Niagara River. This is to be accomplished by making a channel 200 feet wide and 23 feet deep at mean lake level, joining at the foot of Maryland street, Buffalo, the 23-foot channel completed in 1908, the proposed channel to extend westerly and northerly, through Black Rock Harbor and Erie Canal combined, to the present lock, below which a ship lock of the requisite capacity is to be built, the channel to extend from the foot of the ship lock through the Niagara River to deep water above Tonawanda, 400 feet wide and 23 feet deep at mean river level. The estimated cost is $4,500,000. The project contemplated a lock 600 feet in length and 60 feet in width between quoins; but in order to accommodate vessels of the largest size now in use and under construction which may desire to use it the dimensions of the lock have been increased to 650 feet in length and 70 feet in width. Report of survey is printed on page 3284 et.seq. of report for 1904. Lands and structures needed in the prosecution of the. work have been granted to the United States by the State of New York. Continuing contracts were authorized by the river and harbor acts of March 3, 1905, and March 2, 1907, in the sum of $2,700,000 (all of RIVER AND HARBOR IMPROVEMENTS. 887 which has since been appropriated) for prosecuting the project, and such contracts have been made as follows: (a) For the excavation of the southerly 6,400 feet, more or less, of the channel, to be completed December 31, 1908. Time limit waived. (b) For the excavation of the northerly 3,400 feet, more or less, of the channel, to be completed December 31, 1910. (c) For the construction of concrete walls for the ship lock, to be completed June 30, 1912. The total amount expended to,June 30, 1910, was $1,689,369.20, all for works of improvement. The project is about 38 per cent completed. During the fiscal year the channel excavation was continued under existing contracts, and at its close (a) was 61 per cent and (b) 92 per cent completed; the cofferdam for lock walls was maintained unwatered, and excavation therein to bed rock and the construction of concrete walls advanced so that at the close of the fiscal year (c) was about 83 per cent completed. Funds on hand and appropriated by the river and harbor act of June 25, 1910, will admit of entering into contracts during the fiscal year 1911 for steel lock gates and operating machinery; the con- struction of a lift bridge over the channel at Ferry street; the com- pletion of the channel excavation and new pier required at the elbow in Bird Island pier; the excavation of the channel in Niagara River below the ship lock; and the construction of wing walls and guide piers, etc., for the ship lock. Further work under the project is the excavation of the channel from Ferry street to the ship lock, including the removal of the old lock, the completion of lock grounds and' buildings, and general repair of Bird Island pier. In view of the importance of this work, and in order to advance it most advantageously by large contracts and with a view to complet- ing the channel and the ship lock ready for use at the same time, it is recommended that $700,000 be appropriated and authorized under continuing contract for the fiscal year ending June 30, 1912, this being the balance of the total estimate for the project-less the item therein of $100,000 for the reconstruction of the Buffalo trunk sewer, deducted because this work is being done by and at the expense of the city of Buffalo. The maximum draft that could be carried June 30, 1910, at mean lake level, over the shoalest part of the locality under improvement, was 8 feet, and the usual variation of water surface is from 3 to 4 feet. The project, being auxiliary to the improvement at Buffalo, has not, as a separate work, affected freight rates. The locality is shown on United States Lake Survey Chart No. 312. For commercial statistics see report on Buffalo Harbor and on Tonawanda Harbor and Niagara River, New York. July 1, 1909, balance unexpended-------------- ------------- $1, 761, 030. 25 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------------------- 1, 000, 000. 00 2, 761, 030. 25 June 30, 1910, amount expended during fiscal year, for works of improvement --------------------------------------- 697, 979. 20 July 1, 1910, balance unexpended ----------------------- 2, 063, 051. 05 888 REPORT OF THE CHIE OF ENIGINEE RS, 1U. S. ARM 1. July 1, 1910, amount covered by uncompleted contracts--.-------- $585, 482. 61 Amount (estimated) required for completion of existing project_ a 700, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ___________ ___ _______ a400, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix P P 5.) 6. Tonawanda Harbor and Niagara River, New York.-In its original condition the navigation of Niagara River from Lake Erie to Tonawanda was obstructed by several reefs and shoals, which materially limited the draft of vessels traversing it, and the river in some places had a very swift current. The water in the harbor between Tonawanda Island and the mainland was shoal. The adopted project of April 11, 1888, as modified June 3, 1896, and June 13, 1902, is to remove obstructions, so as to make a channel 400 feet wide and 18 feet deep at mean river level from Lake Erie to the north line of North Tonawanda, including the dredging of Tonawanda Harbor to a depth of 18 feet. The river and harbor act of March 2, 1907, also appropriated $3,000 for removing wreck of steamer Embury from Niagara River, near Grand Island. The project is completed except at the Buffalo waterworks intake pier, where the width of the channel is about 100 feet, and from the Tonawanda Iron and Steel Company's docks to the north line of North Tonawanda, where the depth is from 12 to 15 feet. The amount expended to June 30, 1910, was $661,671.45, all for improvement. No work was done and no money expended during the fiscal year. No work is proposed for the ensuing fiscal year. The commerce of Tonawanda is large. During the year 1909 there were entered and cleared 1,297 lake craft, with 1,159,257 short tons of freight. The receipts were principally lumber, iron ore, and lime- stone, and aggregated 990,898 tons. The shipments from Tonawanda are entirely by Erie Canal. The maximum draft that could be carried June 30, 1910, at mean water level, over the shoalest part of the locality under improvement, was 15 feet, and the usual variation of'level of water surface is 2 feet. A chart of Niagara River to the Falls is issued in the series of charts of Northern and Northwestern Lakes, index 312. It is reported that the project has a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. For reports of surveys see page 2066, Annual Report of the Chief of Engineers for 1888, and page 4155, report for 1900. July 1, 1909, balance unexpended ...-------------------------- $30, 272. 45 July 1, 1910, balance unexpended_ ------- - ------------- 30, 272. 45 (See Appendix P P 6.) 7. NiagaraRiver, New York.-Completing channel across Cayuga Island shoal, in accordance with the report submitted in House Docu- ment No. 75, Sixtieth Congress, first session. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 889 This improvement is a part of that formerly carried on under the title" Niagara River from Tonawanda to Port Day, N. Y.," or to the city of Niagara Falls, N. Y. The work done by the General Government on the improvement of the Niagara River between Tonawanda and Niagara Falls was under a project adopted in 1894, which provided for a channel 200 feet wide and 12 feet deep from Tonawanda to Schlosser's dock, which is located about 2,000 feet above Gill Creek and is the port of the city of Niagara Falls. The improvement required a cut through two shoals, one a short distance above Conners Island quite near Schlosser's dock, and the other about halfway between Cayuga Island and Tona- wanda; also the removal of scattered bowlders above Cayuga Island. The Conners Island cut was completed, but the Cayuga Island cut was not excavated to full width, the work having been stopped in December, 1900, when funds were exhausted. The river and harbor act of June 25, 1910, provides for the com- pletion of the channel across Cayuga Island shoal to a width of 200 feet and depth of 12 feet at mean river level, at a cost of $10,000, in accordance with plan printed in House Document No. 75, Sixtieth Congress, first session. The amount expended to June 30, 1910, was $60,000, all for works of improvement. The maximum draft that could be carried June 30, 1910, at mean low water over the shoalest part of the locality under improvement was 12 feet, and the usual variation of level of water surface is 2 feet. The commerce involved in the improvement is very small. During the year no arrivals and departures of freight or excursion boats were reported by the collector of customs. Whatever benefit the work con- fers will be upon future commerce. The freight business using the channel consists of raw materials carried on canal boats of 6 to 8 feet draft, towed by tugs from the Erie Canal at Tonawanda to Schlosser's dock. The extent of this business for the past fifteen years is shown in the following table, com- piled from Annual Reports of the Chief of Engineers and reports received from the collector of customs, Niagara Falls, N. Y.: Freight received at Schlosser's dock via Niagara River channel from Tonawanda. Rosin, Rosin, potash potash Year Pulp clay, sul- Year. Pulp clay, sul- wood. phur, wood. phur, nitrates. nitrates, rock, etc. rock, etc. Short Short tons. Short tons. tons. Short tons. 1895....................... 300 100 1903.............................. 3,095 1896.......................... ............... 1904.............. .......................... 1897.................. ....... .. ... ......... 1905..................... ... ................. 1898...................................... .... 1906..... ....... ....... . .. ........ 1899........................ ....... ... 1,410 1907....... .............. ................ 1900...................... ......... ... 1,517 1908............. ........................ 1901......................... ....... 1,579 1909............ ................ 1902....... ................. ..... . 135 It is probable that the constantly increasing manufacturing inter- ests at Niagara Falls and the construction of the New York State barge canal will in time develop a greater traffic by river. The exist- 890 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ing 12-foot channel, completed as herein provided, will be of the same depth as the barge canal and meet all requirements for canal-barge navigation. For more extended information see Annual Report of the Chief of Engineers for 1900, page 4144 et seq., and for report of examination see House Document No. 75, Sixtieth Congress, first session. The locality is shown on the chart Buffalo Harbor and Niagara River to the Falls, survey of the Northern and Northwestern Lakes, index No. 312. Amount appropriated by river and harbor act approved June 25, 1910_ $10, 000. 00 July 1, 1910, balance unexpended--------------------------------10, 000. 00 (See Appendix P P 7.) EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and survey required by the river and harbor act of March 3, 1909, 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 Buffalo Harbor, New York, with a view to widening the channel at the entrance of the inner harbor, to- gether with a report and estimate of the cost of removal of the Vat- son elevator site, etc., exclusive of the cost of acquiring title to the same.-Reports dated June 26 and 29, 1909, are printed in House Document No. 298, Sixty-first Congress, second session. The lo- cality was not considered worthy of improvement by the General Government in the manner indicated in either case, but upon a review of the reports by the Board of Engineers for Rivers and Harbors, in response to a resolution of the Committee on Rivers and Harbors of the House of Representatives, it reported favorably, under date of January 10, 1910, a plan of improvement at an estimated cost of $62,203. Printed in Rivers and Harbors Committee Document No. 2, Sixty-first Congress, second session. 9. Preliminary examination of Buffalo Harbor, New York, with a view to widening and improving the entrance to Erie Basin.--Report dated June 24, 1909, is printed in House Document No. 327, Sixty- first Congress, second session. The locality is not considered worthy of improvement by the General Government in the manner proposed. 3. Preliminary examination of Erie Harbor, Pennsylvania, with a view to the extension of the piers.-Report dated May 20, 1909, is printed in House Document No. 394, Sixty-first Congress, second session. No extension of the piers at this time is considered neces- sary or advisable. 4. Preliminary examination and survey of Dunkirk Harbor, New York.-Reports dated June 8 and December 9, 1909, and reports sup- plemental thereto, dated January 27 and February 7, 1910, are printed in House Document No. 720, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $99,275 is presented, provided that local authorities give assurance to the Secretary of War that they will construct a suitable concrete dock, or provide such other terminal facilities as may be approved by the Secretary of War. RIVER AND HARBOR IMPROVEMENTS. 891 IMPROVEMENT OF RIVERS AND HARBORS IN THE OSWEGO, NEW YORK, DISTRICT. This district was in the charge of Col. W. L. Fisk, Corps of En- gineers, to July 31, 1909, and in the charge of Capt. W. L. Guthrie, Corps of Engineers, since that date. Division engineer, Col. W. L. Fisk, Corps of Engineers. 1. Harbor at Charlotte, New York.--This harbor is at the mouth of the Genesee River. In its original condition vessels of more than 8-feet draft could not cross the bar. The original project of 1829 was to secure a channel 12 feet deep across the bar by constructing parallel piers to confine and direct the action of the spring freshets. The project of 1882 was to obtain depth of 15 feet by extending the two piers a total of 3,250 feet and 'a by dredging. After the piers had been extended 1,444 feet the project was modified, July 18, 1896, to preserve the depth by dredging with- out further extension of the piers for the present, and March 2, 1897, it was again modified to obtain and maintain not less than 16 feet and not more than 16z feet at low water (zero of Oswego gauge) in a channel not more than 200 feet wide. By the river and harbor act of June 25, 1910, the project was fur- ther modified, in accordance with plan printed in House Document No. 342, Sixty-first Congress, second session, so as to obtain a nav- igable depth in the channel of 18 feet below low water, by dredging to a depth of at least 20 feet below low water, referred to the zero of the Oswego gauge, which is 244.12 feet above mean tide at New York City, so as to be at all times available for use by vessels drawing 18 feet, at an estimated cost of $31,800. The piers are nearly parallel, about 450 feet apart. The west pier is 3,616 feet and the east pier is 3,109 feet in length, projecting beyond the shore line 2,230 and 2,200 feet, respectively. One thousand five hundred and thirty-two feet of east pier and 1,559 feet of west pier have been rebuilt with concrete superstructure. The entrance channel was maintained during the year. Project is completed, except main- tenance and the obtaining of a navigable depth of 18 feet at low water in the channel. The amount expended to June 30, 1910, was $757,945.74. It is impossible to separate the cost of construction and maintenance. June 30, 1910, the maximum draft that could be carried in the chan- nel at low water was 16 feet, and the usual variation of water surface is 3 feet. The Genesee River is navigable for lake vessels for a distance of about 21 miles above its mouth. It is reported that the project has a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. The following is a statement of the commerce at this port during the past ten years, in short tons: 1900, 388,605; 1901, 549.207; 1902, 557,690; 1903, 569,169; 1904, 554,212; 1905, 597,996; 1906, 432,709; 1907, 701,916; 1908, 709,950; 1909, 873,337. The work proposed for the fiscal year ending June 30, 1912, for which estimate is made, is necessary repairs to and the reconstruction of piers with concrete superstructure, the dredging of channel when required to maintain a navigable depth of 18 feet, and to part pay- ment for a dredging plant. 892 REPORT OF THE CIHIEF OF ENGINEERS, U. S. ARMY. For more extended information and map, see Annual Report of the Chief of Engineers for 1881, page 2436. A chart of Charlotte Harbor is issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 241. July 1, 1909, balance unexpended__------------------------------ a$9, 670.01 Amount received on account of sales----------------------------- 4. 00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 71, 680. 00 81, 354. 01 June 30, 1910, amount expended during fiscal year, for maintenance . of improvement ---------------------------------------------- , 958. 49 July 1, 1910, balance unexpended--------------------------------74, 395. 52 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------ 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. (See Appendix Q Q 1.) 2. Harbor at Pultneyville, N. Y.-This harbor is at the mouth of Salmon Creek, which empties into Lake Ontario in Wayne County, N. Y. In its original condition the depth was only 20 inches. The original project in 1871 was to protect the approach to the creek by building two piers in the lake, of timber cribs filled with stone, and to dredge a channel from the 10-foot curve in the lake to the mouth of the creek to a depth of 10 feet at low water, at an esti- mated cost of $59,000. In 1875 the material to be dredged was found to be so hard that the estimated cost was increased to $71,000. The project is completed, except that a depth of 8 feet instead of 10 feet was obtained, the effort to secure the latter having been abandoned in 1900 on account of the difficult dredging. The piers are 220 feet apart in their parallel portions. The west pier is 910 feet long and the east pier 572 feet long. The west pier extends out in the lake 300 feet farther than the east pier. No work was done at this harbor between 1900 and 1907, there being no funds available. An appropriation of $6,000 was made by the river and harbor act of March 2, 1907, for work at this harbor, and project for general repairs to piers, filling space between inner end of east pier and shore with stone, and removing about 7,500 cubic yards sand, etc., from channel was approved March 18, 1907. During the fiscal year no work was done. The amount expended to June 30, 1910, was $83,265.15, of which $70,607.96 was for construction and $12,657.19 for maintenance. The project is completed except maintenance. June 30, 1910, the maximum draft that could be carried in the channel was 7 feet, and the usual variation is 3 feet. Salmon Creek is navigable but a short distance above the inner end of the piers. The project has had no effect on freight rates. a Includes an overpayment of 10 cents. b Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 893 The commerce of Pultneyville, which is a village of about 300 inhabitants, is insignificant, there being no arrivals or departures during the year 1909. Work proposed for the ensuing year is to make necessary repairs to the piers. For more extended information and map, see page 2460 et seq., Annual Report of the Chief of Engineers for 1894. July 1, 1909, balance unexpended_______ ________ _________- $1, 734. 85 July 1, 1910, balance unexpended--------_________________-----------1________ , 734. 85 (See Appendix Q Q 2.) 3. Harbor at Great Sodus Bay, New York.-In its original condi- tion the channel connecting this bay with Lake Ontario was wide and impracticable for vessels drawing over 8 feet. The original project of 1829 was to narrow the entrance by con- structing two converging breakwaters and to secure a channel of 12 feet depth by building two parallel piers about 450 feet apart, connecting with the ends of the breakwater, and by dredging. The present project, of 1882, is to obtain a depth of 15 feet at low water (zero of Oswego gauge) by extending the two piers a total of 1,100 feet and by dredging. After the piers had been extended 519 feet to their present lengths-west pier, 1,580 feet; east pier, 1,294 feet- the project was modified July 18, 1896, to restore and maintain the channel 150 feet wide between the piers, flaring to 250 feet in the lake, to the requisite depth of 15 feet at low water, by dredging, without further extension of the piers for the present. The piers are 473 feet apart; east breakwater 1,651 feet long, west breakwater 2,200 feet long. During the fiscal year the work of replacing the old timber super- structure on piers with concrete was carried on, and the channel be- tween the piers was dredged. All work was done by hired labor. The funds recommended to be appropriated for the fiscal year end- ing June 30, 1912, will be used to continue the concrete work, for dredging, and for part payment for a dredging plant to make the improvement available. The limiting depth June 30, 1910, was 11.3 feet at low water in a channel width of 100 feet, and the usual variation of level of water surface is 3 feet. The amount expended to June 30, 1910, was $526,115.53, of which $117,863.73 was for maintenance. The project is reported to have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. The following is a statement of commerce at this port for the past ten years, in short tons: 1900, 84,379; 1901, 84,379; 1902, 26,726; 1903, 18,875; 1904, 30,797; 1905, 46,251; 1906, 58,905; 1907, 78,057; 1908, 73,989; 1909, 34,577. For more extended information and map, see Annual Report of the Chief of Engineers for 1881, page 2441 et seq. A chart of Great Sodus Bay is issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 234. 894 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended---------------------------$44, 989. 89 Amount appropriated by river and harbor act approved June 25, 1910 ------ -------- ------------------------------- 30, 000. 00 74, 898. 89 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------- 23, 528. 62 July 1, 1910, balance unexpended ---------------------------- 51, 370. 27 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement a 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 Q Q 3.) 4. Harbor at Little Sodus Bay, New York.-In its original condi- tion the channel connecting this bay with Lake Ontario was about 150 feet wide and 18 inches deep. The original project of 1854 was to protect the channel by building two parallel piers 250 feet apart across the bar to the 15-foot curve in the lake and to connect them with the shore by breakwaters. In 1867 this project was modified to provide for dredging to the depth of 12 feet. The present, project, of 1882, is to obtain a depth of 15 feet at low water (zero of Oswego gauge) by extending the piers to the 15-foot curve in the lake, and by dredging. The piers had been extended 835 feet to the following lengths-west pier, 1,747 feet; east pier, 1,510 feet-when the project was modified June 29. 1898, to restore and maintain the entrance channel, 150 feet wide, to the requisite depth of 15 feet, by dredging, without further exten- sion of the piers for the present; and this was modified by the river and harbor act of June 13, 1902, to extend the east pier 300 feet. This extension was built-timber-crib substructure and concrete superstructure-in 1904, making the present length of the east pier 1,810 feet. The west pier is 1,747 feet long; the east breakwater 1,680 feet long; west breakwater, 469 feet long, but entirely buried in sand and no longer maintained. During the fiscal year the work of replacing with concrete the tim- ber superstructure was continued. Seven hundred and eighty linear feet were completed. At the beginning of the fiscal year the U. S. dredge Frontenac was.employed in restoring the project depth in the channel between the piers and was so employed up to the end of July, 1909. The project is completed except maintenance. The appropriation recommended will be applied to continuing the work outlined above, to make the improvement available, and to part payment for a dredging plant. The amount expended to June 30, 1910, was $446,142.80, of which $144,780 was for maintenance. The minimum depth over the shoalest part of the locality under improvement June 30, 1910, was 12.7 feet at low water in a channel width of 150 feet, and the usual variation of level of water surface is 3 feet. The project is reported to have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 895 The following is a statement of commerce at this port for ten years, in short tons: 1900, 59,511; 1901, 135,118; 1902, 52,543; 1903, 120,692; 1904, 137,258; 1905, 105,298; 1906, 103,991; 1907, 108,804; 1908, 153,474; 1909, 104,567. Work proposed for the ensuing year, necessary to make the im- provement available, consists in maintenance of channels and piers. For more extended information and map, see Annual Report of the Chief of Engineers for 1881, page 2443 et seq. A chart of Little Sodus Bay is issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 227. July 1, 1909, balance unexpended_________________________ $43, 543.05 Amount appropriated by river and harbor act approved June 25, 1910 ---------- -------------------------------------- 30, 000. 00 " 73, 543.05 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ........- 20, 402. 12 July 1, 1910, balance unexpended_- ---------------- 53,140. 93 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement________________________ a 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 Q Q 4.) 5. Harborat Oswego, New York.-This harbor comprises the lower part of Oswego River, a cove at its mouth, protected by a break- water now known as the inner breakwater, and an outer harbor formed by an outer breakwater. In its original condition the harbor in the Oswego River was navigable by vessels of light draft only, and the cove had no protection against the lake seas. The original project of 1827 (completed in 1829) was to build across the cove a breakwater of timber cribs filled with stone. Be- tween 1830 and 1838 a superstructure of masonry was built on 500 feet of this breakwater. Between 1866 and 1869, $41,000 was ex- pended in dredging the harbor to the depth of 12 feet at extreme low water. Between 1868 and 1870 a light-house pier was built, extending north 437 feet from the channel end of the breakwater. In 1871 the project for an outer harbor formed by an outer break- water was adopted, and in 1881. an outer breakwater was completed having a lake face 4,870 feet long, a westerly shore return 916 feet long, and an easterly return 246 feet long. In 1881 a project was adopted to build an east breakwater, 248 feet of which was con- structed in 1881 and removed in 1889. In 1885 and 1889 two spurs to the outer breakwater, 100 and 150 feet long, respectively, were built. In the acts of March 3, 1893, and August 18, 1894, special provi- sions were made for extending the deep-water area of the harbor in the mouth of the Oswego River by the removal of rock. The present project was adopted June 3, 1896, based on a special report printed in the Annual Report of the Chief of Engineers for '1895, page 3213, et seq, and as subsequently modified is, first, to build an east breakwater 1,435 feet long, at an estimated cost of $197,000 (acts of March 3, 1895, and June 3, 1896); second, to narrow the a Exclusive of the balance unexpended July 1, 1910. 896 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. breach made in the outer breakwater in 1884 from 175 feet to about 75 feet, at an estimated cost of $18,500; third, to widen and deepen the inner harbor in the mouth of the Oswego River and to extend the deep-water area farther upstream by rock excavation. There are 5,907 feet of outer breakwater and 1,993 feet of inner breakwater and light-house pier, forming an outer harbor containing 140 acres and an inner harbor containing 9.35 acres (including the Oswego River). The areas having a controlling depth of 14.5 feet at low water are 40 acres in the outer harbor and 4J acres in the inner harbor. Under maintenance there is required: The maintenance of the outer breakwater and inner breakwater and light-house pier, the maintenance of a depth of 15.7 feet at low water in the entrance channel and in the outer harbor, and the maintenance of a depth of 15 feet at low water in the cove behind the inner breakwater and in the harbor in the mouth of Oswego River. The plane of reference is low water (zero of Oswego gauge). The outer breakwater is difficult and costly to maintain. The river and harbor act of March 3, 1905, made an appropriation for continuing repairs with timber under the method printed as plan "B" on page 3368, Annual Report of the Chief of Engineers for 1904. Under this appropriation extensive repairs were made with timber to the outer breakwater during 1905-6, and owing to extensive damage by storms were continued during the past fiscal year to preserve parts damaged from complete destruction. The river and harbor act of March 2, 1907, made an appropriation of $100,000 and authorized contracts to the extent of $100,000 addi- tional, all of which has been appropriated, for reconstruction under plan "A," printed on page 3368 of the Annual Report of the Chief of Engineers for 1904, which contemplates a stone superstructure and sea slope, at an estimated cost of $900,000. This work was begun during the fiscal year 1908 and was continued during the calendar year 1909. April 15, 1910, a modification of the plan of reconstruction under plan "A" was approved by the Chief of Engi- neers. This provides for a concrete superstructure and riprap sea slope. The amount expended for all work to June 30, 1910, was $2,300,- 851.10. It is impracticable to separate the cost of construction and maintenance. The proportion of the approved project accomplished up to June 30, 1910, is as follows: On east breakwater nothing has been done; on narrowing breach made in outer breakwater in 1884, 36 per cent is done; rock excavation in Oswego River has been carried up to Seneca street. Under plan "A" 15 per cent has been done. The funds recommended to be appropriated for the fiscal year ending June 30, 1912, will be used to continue the reconstruction of the - outer breakwater, to make the improvement available, and for part payment for a dredging plant. June 30, 1910, the minimum depth at low water over the shoalest part of the locality under improvement was 14 feet. The usual variation of level of water surface is 3 feet. The project is reported to have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. RIVER AND HARBOR IMPROVEMENTS. 897 The following is a statement of the commerce of this harbor for the past ten years, in short tons: 1900, 575,160; 1901, 565,052; 1902, 234,009; 1903, 7331734; 1904, 712,481; 1905, 724,502; 1906, 615,840; 1907 728,090; 1908, 724,187; 1909, 669,387. Work proposed for the ensuing fiscal year, necessary to make the improvement available and extend its benefits, consists in dredging on shoals as may be required in the outer harbor and entrance channel, continuing the reconstruction of the outer breakwater under plan "A," and repairs on timber structures when required. The appro- priation recommended will be applied to this work. Report of survey of the outer breakwater is printed on page 3363 et seq. of the Annual Report of the Chief of Engineers for 1904. For more extended information and map see Annual Report of the Chief of Engineers for 1881, page 2451 et seq. A chart of Oswego Harbor is published in the series of charts of the Survey of the Northern and Northwestern Lakes, index 225, and an index map facing page 2160 of the Annual Report of the Chief of Engineers for 1903. July 1, 1909, balance unexpended------------------------------ $155, 342. 95 Amount received on account of sales----------------------------- 11. 66 Amount appropriated by river and harbor act approved June 25, 1910---------------------- ------------------------------- 125, 000.00 280, 35-. 61 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----- ------- 89, 286. 40 July 1, 1910, balance unexpended-------------------------------191, 068. 21 July 1, 1910, amount covered by uncompleted contracts----------- 104. 12 Amount (estimated) required for completion of existing project___ a 575, 000.00 (Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-----------------------_ a 85,000. 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 Q 5.) 6. Harbor at Cape Vincent, N. Y.--This harbor in its original condition was an open roadstead on the St. Lawrence River, 21 miles from Lake Ontario, and is a convenient location for vessels to lie during storms, at night, and in thick weather. The original project of 1896 was to build a breakwater, 1,600 feet long, parallel to and 600 feet from the railroad wharf, at an estimated cost of $320,000. On May 13, 1899, this project was modified to build a breakwater parallel to and 500 feet from the railroad wharf, 1,550 feet long, of which length 150 feet, or so much thereof as required, was to be a shore return at upper end, at an estimated cost of $200,000. Nine hundred and ten feet of this breakwater, of which 50 feet is shore return, has been built. Further extension of the shore return is not considered necessary. The project is about three-fifths completed. No work was done during the fiscal year. There was $119.41 expended for pay of watchman and for traveling expenses. a Exclusive of the balance unexpended July 1, 1910, 56932°-ENG 1910----57 898 REPORT OF THE CHIEF OF ENGINEERP, T. S. ARMY. The amount expended to June 30, 1910, was $127,399.20, of which $389.80 was for maintenance. The maximum draft that could be carried over the locality under improvement at low water June 30, 1910, was.19 feet, and the usual variation of level of water surface is 3 feet. The commerce of Cape Vincent is not large. This improvement is intended to make a harbor of refuge for all craft plying between Lake Ontario and the St. Lawrence River. The following is a statement of the commerce of this port, in short tons, for the years given: 1902, 4,175; 1903, 15,666; 1904, 20,083; 1905, 21,750; 1906, 112,501; 1907, 21,946; 1908, 33,573; 1909, 42,077. Work proposed for the next fiscal year is the continuation of the breakwater for the purpose of extension of benefits. For more extended information and map, see Annual Reports of the Chief of Engineers for 1897, page 3286 et seq., and for 1903, page 2162 et seq. The project has provided facilities that make navigation more safe and thus affects freight rates. July 1, 1909, balance unexpended----------------------- _ $720. 21 Amount appropriated by river and harbor act approved June 25, 1910_ 36, 000. 00 36, 720. 21 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 119. 41 July 1, 1910, balance unexpended--___.__ _____ ______________- 36, 600. 80 Amount (estimated) required for completion of existing project____ a36, 000. 00 (See Appendix Q Q 6.) 7. Harbor at Ogdensburg, N. Y.-In its original condition the low-water depth in this harbor was 9 feet in the upper entrance channel leading to the Oswegatchie River, 10 to 12 feet in the two lower entrance channels, and 6 to 12 feet along the city front. The original project of 1868 was to dredge the channels to the depth of 12 feet and to build, if necessary, 5,500 linear feet piers, at an estimated cost of $100,000. The piers were never built. The project of 1882 provided for dredging the upper entrance channel from the St. Lawrence River channel across the shoal to and into the mouth of the Oswegatchie to 16 feet, and the lower entrance channels and channels along the city front to 15 feet at extreme low water, at an estimated cost of $75,000. The project of 1890 provided for dredging all the channels to a depth of 16.5 feet below the zero of the Ogdensburg gauge (15 feet below the zero of the Oswego gauge), at an estimated cost of $158,950. This project was modified February 27, 1897, to deepen the two lower entrance channels to 16 feet below the zero of Oswego gauge, and by act of March 3, 1899, further modified to dredge 900 feet of the channel along the front of Ogdensburg, above Franklin street, to but 14 feet below the same zero, the projected depths of the upper entrance channel to and into the mouth of the Oswegatchie River up to the bridge and the balance of the channel along the city front to remain 15 feet. This project was completed in July, 1903. o Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 899 The present project, adopted by the river and harbor act of June 25, 1910, is to deepen the several channels of the harbor to 19 feet be- low the zero of the Ogdensburg gauge (243.23 feet above mean tide at New York City) and to remove wholly the middle ground be- tween the two lower entrance channels to the same depth, at an esti- mated cost of $187,970, in accordance with report printed in House Document No. 920, Sixtieth Congress, first session. No work has been done on the present project. Work of redredging to restore depths, under project in force prior to 1910, was completed in August, 1909. As the funds available are sufficient to prosecute the work during the next fiscal year, no estimate is made for the year ending June 30, 1912. The amount expended to June 30, 1910, was $401,875.97, of which $130,512.32 was for maintenance. The maximum draft that could be carried over the improvement at low water (zero of new Ogdensburg gauge corresponding to zero of Oswego gauge) June 30, 1909, was as follows: In the lower entrance channels, 16 feet; in the upper entrance channel, 15 feet; in the channel along the city front above Franklin street, 14 feet; be- low Franklin street, 15 feet. The usual variation of level of water surface is 3 feet. The project, as far as concerns the maintaining of present channels and deepening where necessary, will probably have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. The portion of the project providing for the removal of the middle ground will probably be of no material benefit. The following is a statement of commerce at this port for the past ten years, in short tons: 1900, 646,248; 1901, 646,248; 1902, 837,025; 1903, 1,185,785; 1904, 898,257; 1905, 1,034,085; 1906, 1,056,100; 1907, 1,238,498; 1908, 856,714; 1909, 1,049,985. For more extended information and map, see Annual Report of the Chief of Engineers for 1881, page 2451 et seq. Reference to reports on examination and survey made in compliance with act of March 2, 1907, will be found on page 779 of report for 1908. July 1, 1909, balance unexpended_ --------------------------- $27, 277. 65 Amount appropriated by river and harbor act approved June 25, 1910-------------------------------- --------------- 100, 000. 00 127, 277. 65 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-------------------------------------- 12, 215. 33 July 1, 1910, balance unexpended--------------------------- 115, 062. 32 Amount (estimated) required for completion of existing project___ a87,970.00 (See Appendix Q Q 7.) 8. Removing sunken vessels or craft obstructing or endangering navigation--Wreck of steamer Islander.-This was a passenger ves- sel belonging to the Thousand Island Steamboat Company. She was burned to the water's edge during the night of September 15, 1909, and sunk in the St. Lawrence River, at a wharf in Alexandria Bay, a Exclusive of the balance unexpended July 1, 1910. 900 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. New York, where she was a menace to navigation. The United States and hired plant and hired labor were used in removing her. The boiler and parts of her machinery were saved. She was entirely removed December 3, 1909. Allotments of $100, $500, and $850 were made from appropriation of March 3, 1899, on October 1 and 16 and November 15, 1909, respec- tively, for the removal of this wreck. The wreck was completely removed December 3, 1909, at a cost of $1,275.08, and $174.92 was returned to the Treasury. (See Appendix Q Q 8.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations required by the river and harbor act of March 3, 1909, 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, with estimate of cost of improvement of CharlotteHarbor,New York.-Reports dated June 18 and July 15, 1909, with map, are printed in House Document No. 342, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $31,680 is presented. 2. Preliminary examination of Wilson Harbor, New York.--Re- port dated May 1, 1909, is printed in House Document No. 393, Sixty- first Congress, second session. The locality is not considered worthy of improvement by the General Government. 3. Preliminaryexamination of Oak Orchard Harbor, New York.- Report dated May 1, 1909, is printed in House Document No. 412, Sixty-first Congress, second session. The locality is not considered worthy of further improvement by the General Government at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE LOS ANGELES, CALIFORNIA, DISTRICT. This district was in the charge of Capt. Amos A. Fries, Corps of Engineers, until August 10, 1909, having under his immediate orders First Lieut. C. T. Leeds, and First Lieut. A. R. Ehrnbeck, Corps of Engineers; since August 10 in the charge of First Lieut. C. T. Leeds, Corps of Engineers, having under his immediate orders First Lieut. A. R. Ehrnbeck, Corps of Engineers, until April 14, 1910. Division engineer, Lieut. Col. John Biddle, Corps of Engineers. 1. San Diego Harbor, California.-SanDiego Harbor is just north of the national boundary of Mexico, 89 nautical miles southerly of Los Angeles Harbor, and 482 nautical miles southerly of San Fran- cisco. At the time of the adoption of the original project the governing depth on the bar at mean lower low water was 21 feet, with a width of channel of 500 feet. Just inside the entrance was a middle ground with a channel through it carrying about the same depth as the chan- nel through the outer bar. The main channel, lying to the west of RIVER AND HARBOR IMPROVEMENTS. 901 the middle ground, was of ample depth, but was difficult of naviga- tion on account of two sharp turns. The river and harbor act, approved March 3, 1875, appropriated $80,000 for the construction of a dike across the mouth of San Diego River to make it empty into False Bay and thus prevent injury to San Diego Harbor from deposit of material brought down during flood stages. This work was completed in 1876 at a cost of $79,798.72. The cost of repairs made since has brought the total of expenditures to $86,832.03. Further repairs to the dike have been made by the city of San Diego. The project for the improvement of the harbor, adopted by the river and harbor act approved September 19, 1890, provided for the construction of a jetty on Zuninga shoal at the entrance to the harbor; the maintenance of a channel 24 feet deep at mean low tide and 500 feet wide through the middle ground, and repairs to the restraining dike. The jetty was to rise to the height of extreme high water and to be about 7,500 feet long, with a view to producing a depth of 26 feet at mean lower low water on the outer bar. The original estimated cost of this improvement was $394,400. This estimate was increased in June, 1900, to $542,850. With this amount the jetty was extended to its full contemplated length of 7,500 feet, a channel 26 feet deep and 271 feet wide (28 feet deep over a width of 171 feet) was dredged across the outer bar, and a channel 26 feet deep and 400 feet wide was dredged across the middle ground. Later the channels through the outer bar and the middle ground both shoaled to 24 feet deep. The amount expended on this harbor up to the completion of this project was $625,214.94. The work done since the completion of the above project has been the maintenance of the channel through the outer bar. Under con- tracts, 15,625 cubic yards at 60 cents per yard, 37,750 cubic yards at 51 cents per yard, and 100,904 cubic yards a $0.2874 per yard were dredged and dumped at sea in 1906, 1907, and 1909, respectively. A channel 200 feet wide and 29 to 30 feet deep has been dredged. This channel has since shoaled to 28.5 feet depth, which is the maximum draft that could be carried into the harbor at mean lower low water on June 30, 1910. The average height of all high waters above the plane of reference is 4.8 feet. The average of the higher high tides is 5.5 feet. The amount expended on this project (maintenance) to June 30, 1910, is $59,904.21, giving a total expenditure on this harbor by the Federal Government up to June 30, 1910, of $685,119.15. The river and harbor act, approved June 25, 1910, appropriated $125,000 for dredging a channel through the outer bar 30 feet deep and 600 feet wide, with side slopes of 1 on 5, and also a channel through the middle ground to a depth of 30 feet; this latter channel to be 400 feet wide at its southerly end and to widen out at the northerly end in order to better accommodate vessels using the United States Navy coaling station at La Playa, in accordance with plan submitted in House Document No. 961, Sixtieth Congress, first ses- sion. The estimated cost of the proposed work is $125,000. This project contemplates dredging the channel through the outer bar, which will require the removal of 360,000 cubic yards of material, and dredging the channel through the middle ground, which will re- quire the removal of 100,000 cubic yards of material, at an estimated 902 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cost of $0.25 per cubic yard. Proposals for doing this work by con- tract will be invited at an early date. The commerce of this harbor was 265,951 short tons for the calendar year 1909, an increase of 6 per cent over that of the previous year. It consists principally of lumber, general merchandise, cement, coal, and crude oil. The value of this commerce is estimated to be $19,064,730. The coastwise trade is carried in vessels drawing from 12 to 20 feet of water, and is benefited but little by the improvement of the harbor. The American-Hawaiian steamers, of 8,000 to 10,000 ton- nage each, enter this port once a month. These vessels draw about 28 feet of water and carry 3,000 to 4,000 tons of freight per month for San Diego. Freight for San Diego carried by the Panama steamers is delivered by coastwise steamers from San Francisco. The American-Hawaiian steamers and the Panama steamers have a rate from the Atlantic ports to San Diego averaging about 30 per cent cheaper than railroad rates. Until a recent change in rate was made by the railroads eastern freight could be delivered in Arizona and New Mexico through this harbor cheaper than by rail directly from the East. Foreign cements are received in this port in sailing vessels drawing 22 and 23 feet of water. For reference to reports on examinations and surveys see Annual Report of Chief of Engineers for the year 1904, page 632, and page 785 of report for 1908. July 1, 1909, balance unexpended------------------------------- $30, 271. 33 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------125, 000. 00 155, 271.33 June 30, 1910, amount expended during fiscal year, for main- tenance of improvement-------------------_----- -- 30, 037. 22 July 1, 1910, balance unexpended------------------------------- 125, 234. 11 (See Appendix R R 1.) 2. Deep-water harbor at San Pedro Bay, California.-The river and harbor act of June 3, 1896, provided for the appointment of a Board to determine upon the location of a deep-water harbor for commerce and of refuge in Santa Monica Bay, California, or at San Pedro, in the same State, the decision of a majority of the Board as to location to be final. The Board was to make plans, specifications, and estimates for said improvement. After the Board should have rendered its decision and submitted its report the Secretary of War was empowered to make contracts for the completion of the selected harbor in accordance with the project of the Board, at a cost not exceeding in the aggregate $2,900,000. In accordance with the provisions of this act a Board was ap- pointed, which submitted its report March 1, 1897, deciding in favor of San Pedro Bay. The report of the Board is printed in Senate Document No. 18, Fifty-fifth Congress, first session. The plan of the Board (the present project of improvement) was to construct, to the eastward of Point Fermin, a breakwater about 8,500 feet long, or as much longer as could be constructed within the authorized limit of cost, $2,900,000, and it has been decided that a breakwater 9,250 feet long should be built. In plan the breakwater RIVER AND HARBOR IMPROVEMENTS. 903 is to consist of two straight arms connected by a curve 1,800 feet in length, of 1,910 feet radius. The westerly arm is to be 3,000 feet long, pointing S. 72 ° E. (magnetic); the easterly arm, as extended, 4,450 feet long, pointing N. 540 E. (magnetic). A gap of about 1,850 feet is to be left between the east shore of Point Fermin and the westerly end of the breakwater. Originally San Pedro Bay was an open roadstead exposed to south- easterly, southerly, and southwesterly winds. The effect of the break- water will be to afford a place of refuge, easy of access and secure from storms, for vessels of the largest size. It will also shelter the entrance to the inner harbor of San Pedro. On August 12, 1898, a continuing contract was entered into with Heldmaier & Neu, of Chicago, Ill., for the construction of the break- water, for $1,303,198.54. This contract was annulled on March 19, 1900, on account of unsatisfactory progress. Under this contract 86,610 tons of stone was placed in the foundation course, at a cost, including inspection, of $51,537.43. On June 7, 1900, a continuing contract for completing the break- water was entered into with the California Construction Company, of San Francisco, Cal. The estimated cost of work under this contract, using the quantities on which bids were canvassed and the prices bid for stone and concrete, was $2,375,546.05. This estimate was for a breakwater 8,500 feet long. The extension of the breakwater to 9,250 feet in length was estimated to cost about $272,500 additional. The amount expended under the project up to the close of the fiscal year ending June 30, 1910, is $2,808,550.30. Work was begun on the westerly end of the substructure. Up to June 30, 1910, 2,230,902 long tons of stone, at $0.844 per ton, had been deposited in the substructure under the present contract, and the sub- structure was completed. The superstructure was begun in October, 1902. To June 30, 1910, 229,271 long tons of stone had been placed in the superstructure, at $3.10 per ton, partially completing it over its full length of 9,250 feet, and 13,518 long tons of additional stone, at $2 per ton, had been placed at the toe of the slope of the ocean wall of the superstructure to prevent undermining of the superstructure. A concrete block 40 feet square and 20 feet high, beginning 3 feet below low water, has been built at the outer end of the breakwater at a cost of $6,930. The superstructure is about 99 per cent completed. In view of the project to extend the breakwater to the shore, the concrete block proposed for the shore end of the breakwater was considered unnecessary. A supplemental contract for the extension of the rectangular stone blocks of the superstructure to the westerly end of the breakwater, in lieu of the concrete block, was entered into November 24, 1909, with the California Construction Company and approved by the Secretary of War on June 11, 1910. During the year 25,993 19ng tons of substructure stone, 7,233 long tons of superstructure stone, and 1,034 long tons of stone for the toe of the superstructure ocean wall were placed in the breakwater. Also the concrete block, containing 1,155 cubic yards, was built at the outer end of the breakwater. The protected area is used by vessels which have to lighter a part of their cargo or have to await a favorable tide before they can enter the inner harbor, and as a harbor of refuge. 904 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The authorized cost of the project, $2,900,000, has been appro- priated. The project is practically completed. The available balance will be expended in completing the breakwater under the contract. The river and harbor act of June 25, 1910, appropriated $178,000 for extending this breakwater to the shore. On account of the con- solidation of the cities of San Pedro and Wilmington with Los Angeles, this appropriation was made under the name of Los Angeles Harbor, and is accounted for in the report for that harbor. There are as yet no commercial wharves in the outer, or break- water, harbor. The reclamation of about 181 acres by bulkheading and filling, and the construction of 11,035 feet of wharf frontage, with 30-foot depth of water, is in progress by the Outer Harbor Dock and Wharf Company, which has constructed about 5,000 feet of bulkhead and dredged about 800,000 cubic yards of material from the channel. The Pacific Wharf and Storage Company has inclosed about 80 acres within a stone bulkhead, and have reclaimed a portion of the area with material dredged from the inner harbor by the gov- ernment dredge. The San Pedro, Los Angeles, and Salt Lake Rail- road has also bulkheaded about 81 acres of land reclaimed with ma- terial deposited by the government dredge. For commercial statistics see report on Wilmington Harbor. For references to reports on examinations and surveys see Annual Report of the Chief of Engineers for the year 1904, page 634, and page 785 of report for 1908. July 1, 1909, balance unexpended--------------------------- $173, 302. 59 June 30, 1910, amount expended during fiscal year, for works of improvement------------------- ----------------------- 81, 852. 84 July 1, 1910, balance unexpended ---------------------------- 91, 449. 75 July 1, 1910, outstanding liabilities--------------- ----------- 8, 575. 55 July 1, 1910, balance available------------------------------ 82, 874. 20 July 1, 1910, amount covered by uncompleted contracts------------ 39, 325. 72 (See Appendix R R 2.) 3. Wilmington Harbor, California.-WilmingtonHarbor was orig- inally a small estuary which had its outlet in the Bay of San Pedro and is 393 nautical miles southerly of San Francisco. It is now a part of Los Angeles Harbor. Previous to the commencement of the improvement, in 1871, there was a depth of less than 2 feet of water at low tide at the entrance. The original project, approved July 1, 1871, contemplated gaining a depth of 10 feet at mean low tide by the construction of training walls. This depth was obtained in 1881, at a cost of $555,000, when a further project to increase depth of channel to 15 feet at mean low tide by dredging a reef between the jetties, raising existing works, and extending the jetties to 18 feet of water in San Pedro Bay was submitted. This project was completed in 1893, at a cost of $399,497.68. The river and harbor act of June 3, 1896, appropriated $50,000 for improving the harbor in accordance with a project submitted in 1894 for a channel depth of 18 feet at mean low tide, at an estimated cost of $392,725. Owing to certain provisos, however, this money was not available without further action by Congress. RIVER AND HARBOR IMPROVEMENTS. 905 The project for the partial improvement of the harbor, adopted by the river and harbor act of June 13, 1902, provided for a channel 20 feet deep and 400 feet wide from the outer harbor to the foot of the wharves, and 24 feet deep between harbor lines from the foot of the wharves to and including a turning basin 1,600 feet in diameter just below Mormon Island. It also provided for repairs to the east jetty and for the construction of a dike to divert the waters of the Los Angeles River from Wilmington Lagoon. The same act made available the $50,000 appropriated by the act of June 3, 1896. Changed conditions have rendered the building of the dike inad- visable. The original estimated cost of the work called for by the present project, including the procurement of a dredge, was $550,000. This estimate was increased to $663,000. The full amount of the estimated cost has been appropriated. The amount expended under this project to June 30, 1910, is $673,401.73. Repairs have been made to the east jetty at a cost of $3,700. A 20-inch suction dredge, with the necessary discharge pipe, float- ing plant, etc., was built at a total cost of $118,721.78. The work of dredging the harbor began April 1, 1905, and the project was completed June 25, 1910. During that time 4,322,361 cubic yards of material was dredged and deposited behind bulkhead lines on Terminal and Smiths islands, or outside the jetties, at a cost, includ- ing deterioration of plant, supervision, and office expenses, of $364,- 261.45, or about $0.084 per cubic yard. At the entrance to the harbor 355,785 cubic yards has been dredged under contract at a cost of $168,579.90 (contract payments only), and between the entrance and the upper end of the wharves 249,340 cubic yards has been dredged under contract at a cost of $39,894.40. .The entrance channel has been dredged to a width of 400 feet and a depth of 21 feet. A channel 400 feet wide from the entrance to the lower end of the wharves has been dredged to a depth of 20 feet, and dredging to a depth of 25.5 feet has been done the full width between wharves up to and including the turning basin, 1,600 feet diameter, just above Smiths Island, a total distance of about 14,000 feet. During the year 885,298 cubic yards of material was dredged from the turning basin with the government dredge at a cost of $0.078 per cubic yard, including deterioration of plant, supervision, and office expenses. The river and harbor act of June 25, 1910, appropriated $200,000 for deepening this harbor to 30 feet up to and including the turning basin, and $200,000 for dredging two channels 200 feet wide and 20 feet deep from the turning basin into the east and west basins, respec- tively. On account of the consolidation of the cities of San Pedro and Wilmington with Los Angeles, this appropriation was made under the name of Los Angeles Harbor and is accounted for in the report for that harbor. For the calendar year 1909 the commerce of this port amounted to 1,425,952 short tons, an increase of 42 per cent from the preceding year. It consists principally of lumber, crude oil, and general mer- chandise received, and of general merchandise and crude oil shipped. Its value is estimated at $44,402,454. 906 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is difficult to estimate accurately the effect of this improvement on freight rates. The principal traffic of the harbor is in lumber received from northern California, Oregon, and Washington, and shipped inland by rail, and amounts for the calendar year 1909 to 1,098,616 short tons. The water rate on lumber from Puget Sound points to Los Angeles is about $5 per ton; the railroad rate, $12.50 per ton. Without the improvement of Wilmington Harbor, lumber would have to be unloaded at exposed piers or brought to San Pedro in vessels of light draft or lightered ashore. The saving in .freight, lighterage charges, and insurance is large, but can not be definitely stated. During 1909 about 60,000 short tons of eastern freight was delivered at San Diego Harbor for transmission by rail to Los Angeles. It is estimated that this commerce will at least double during 1910. This freight will be delivered at this harbor when there is sufficient depth to permit the vessels drawing 28 feet to enter the harbor. For reference to reports on examinations and surveys, see Annual Report of the Chief of Engineers for the year 1904, page 635; House Document No. 1114, Sixtieth Congress, second session; and House Document No. 768, Sixty-first Congress, second session. July 1, 1909, balance unexpended--------------------------- $72, 440. 50 June 30, 1910, amount expended during fiscal year, for works of improvement----------------------------- 62, 207. 41 July 1, 1910, balance unexpended---------------------------- 10, 233. 09 July 1, 1910, outstanding liabilities ---------------------------- 1, 546. 39 July 1, 1910, balance available- ------------------------------ 8, 686. 70 (See Appendix R R 3.) 4. Los Angeles Harbor, California.-By the consolidation of the cities of San Pedro and Wilmington with the city of Los Angeles on August 28, 1909, San Pedro and Wilmington harbors came within the limits of the city of Los Angeles, and Congress, recognizing this fact, appropriated money for further improyement under the name of Los Angeles Harbor. For a description of this harbor and its physical qualities, see reports on Deep Water Harbor at San Pedro Bay, California, and Wilmington Harbor, California. The river and harbor act approved June 25, 1910, adopted the following projects: (a) The extension to the shore of the San Pedro breakwater in accordance with project submitted in House Document No. 969, Six- tieth Congress, first session, at an estimated cost of $178,000, which sum is appropriated by the act. It was estimated that 142,400 tons (of 2,240 pounds each) of stone will be required for this work. This stone was estimated to cost from $1.25 to $2 per ton, depending upon whether the appropriation was made before or after the completion of the contract for the construction of the present breakwater. (b) The dredging to 30-foot depth at mean lower low water of the inner harbor up to and including the turning basin, in accordance with project submitted in House Document No. 1114, Sixtieth Con- gress, second session. It was estimated that this work will require the dredging of 3,000,000 cubic yards, at a cost of $420,000, the said act making an appropriation of $200,000 for continuing the improvement. (c) Dredging two channels from the turning basin, one into the east and one into the west basin of the inner harbor, the channels to RIVER AND HARBOR IMPROVEMENTS. 907 be 200 feet wide and 20 feet deep, in accordance with plan printed in House Document No. 768, Sixty-first Congress, second session. It was estimated that this work will require the removal of 2,200,000 cubic yards of material at an estimated cost of $390,000, including the construction of a dredge. The act referred to appropriated $178,000 for the extension to the shore of the breakwater; $200,000 for deepening the inner harbor to 30-foot depth up to and including the turning basin, and $200,000 for deepening the two channels from the turning basin into the east and west basins, with authority to construct a dredge if the bids received in response to advertisement were considered unreasonable. No work has been done under these appropriations. For statement as to character and value of commerce, see report on Wilmington Harbor, California. Further work under these projects will be to afford increased shelter in the outer harbor and greater facilities for commerce in the inner harbor. The unexpended balance, and the $410,000 yet to be appro- priated, should be applied to the extension of the breakwater toward the shore in the outer harbor and in lengthening, widening, and deep- ening the channels in the inner harbor to their full length, width, and depth. For reports on examinations and surveys, see House Documents No. 969, Sixtieth Congress, first session; No. 1114, Sixtieth Congress, second session; and No. 768, Sixty-first Congress, second session. SAN PEDRO BREAKWATER. Amount appropriated by river and harbor act approved June 25, 1910 ----- ------------------------------------------ $178, 000. 00 July 1, 1910, balance unexpended__--------------------------- 178, 000.00 DEEPENING ENTRANCE TO INNER HARBOR TO 30 FEET. Amount appropriated by river and harbor act approved June 25, 1910 -------- ------------------- -------------------- $200, 000.00 July 1, 1910, balance unexpended__--------------------- 200, 000. 00 Amount (estimated) required for completion of existing project___ a 220, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement-- ---------------------- a 220, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. DREDGING TWO CHANNELS FROM TURNING BASIN TO EAST AND WEST BASINS OF INNER HARBOR. Amount appropriated by river and harbor act approved June 25, 1910 -------------------------------------------- --- $200, 000.00 July 1, 1910, balance unexpended__------------------- 200, 000. 00 Amount (estimated) required for completion of existing project___ a 190, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ _ __----_------------- _ _ a 50, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. o Exclusive of the balance unexpended July 1, 1910. 908 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. Amount appropriated by river and harbor act approved June 25, 1910 ---- ---------------------------------------- $578, 000. 00 July 1, 1910, balance unexpended__ _____--_________ 578, 000. 00 Amount (estimated) required for completion of existing project___ a 410, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ______ -______________ a270, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix R R 4.) 5. San Luis Obispo Harbor, California.--San Luis Obispo Harbor is 9 miles to the southward and westward of the town of San Luis Obispo, 216 nautical miles from San Francisco, and 173 nautical miles north of Los Angeles Harbor. It is a bight of the coast about 18 miles long between Point San Luis on the north and Point Sal on the south. Port San Luis (for- merly Port Harford) is situated at its upper end, where a commercial wharf has been maintained for many years. In 1907 commercial wharves were also built at Avila and at Oilport, just easterly of Avila. The latter wharf, however, was destroyed shortly after it was built. Whaler reef, extending nearly half a mile to the southward and eastward of Point San Luis, forms more or less of a natural break- water, but during the winter season the landing was exposed to the heavy swell caused by southerly gales. The original project was adopted by the river and harbor act of August 11, 1888, and provided for the construction on Whaler reef of a breakwater of rubblestone rising to mean lower low water and extending froin Point San Luis to Whaler Island and thence to a point where the outer reef rises above high water. Exclusive of Whaler Island, which is 245 feet long, the breakwater was to have a length of about 1,736 feet, and its estimated cost was $284,898. This project was modified January 17, 1893, to provide for raising the structure to the height of 6 feet above mean high water, with a top width of 20 feet and such side slopes as might be formed under the action of the sea. The estimated cost was increased to $568,660. This is the existing project. The amount expended on this work up to June 30, 1910, is $321,674.53. The river and harbor act of March 2, 1907, appropriated $63,660 and authorized continuing contracts for the completion of the work at a cost not to exceed the additional amount of $200,000, of which $110,000 remains to be appropriated. A continuing contract for completing the breakwater has been entered into which provides for the delivery of 151,140 tons of stone at $1.57 per ton, the amount necessary to complete the project. Work was to have been begun May 1, 1908, but on account of the shoaling of the channels at the quarry at Morro rock and the heavy seas, no stone was delivered until August, 1908, and only 9,205 tons up to December, when work was suspended during the winter. The shoaling at the quarry has since increased, so that a barge can not now load at the quarry. As this is the only available quarry, author- SExclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 909 ity was given the contractors to suspend work during the working season of 1909. On June 3, 1910, the Secretary of War authorized the contractors to close so much of the entrance channel on the north side of Morro rock as may be necessary to open the south channel. Work under this permission was begun immediately, and at the close of the fiscal year was well under way. The amount expended during the year was in payment of expenses of inspections. The project is 57 per cent completed. There has been placed in the breakwater 146,515 short tons of stone. The breakwater has been built to full section from Point San Luis to Whaler Island and for 765 feet beyond Whaler Island, and has been partly built up for 795 feet farther, or a total distance of 2,141 feet, including the island. The partially protected area has an avail- able depth of 20 to 33 feet at mean lower low water and there is 30 feet depth at the Port San Luis wharf. The mean rise of tide is 4.6 feet. The result has been to give increased security to vessels in the anchor- age and at the landing. The commerce consists principally of lumber and general merchan- dise received and grain and crude oil shipped. Its volume for 1909 is 1,043,433 short tons, a decrease of 2 per cent from that of the previ- ous year. The value of this commerce is estimated at $7,118,514. It is impracticable to give definite figures relative to the influence of the project on freight rates. The following, however, may throw some light on the matter. The Union Oil Company pumps crude oil through a 6-inch pipe from its well in the northern part of Santa Barbara County, a distance of 40 to 45 miles, to the landing at Port San Luis, and thence ships it in tank vessels to the Hawaiian Islands and coast points. The Standard Oil Company also ships oil from this port. The cost of delivery of oil in San Francisco is about 10 cents per barrel, and the oil is sold there for from $0.90 to $1 per barrel. The railway rate to San Francisco is about 60 cents per barrel. Further work under the project will afford increased shelter. The unexpended balance and the $110,000 yet to be appropriated should be applied to the extension of the breakwater to its full projected length and height. Reference to reports on examinations and surveys will be found in Annual Report of the Chief of Engineers for the year 1904, page 636. July 1, 1909, balance unexpended_--------_______ - -________ $137, 199. 59 June 30, 1910, amount expended during fiscal year, for works of improvement ----------------------------------------------- 213.17 July 1, 1910, balance unexpended------- ------------------- 136, 986. 42 July 1, 1910, outstanding liabilities___------------------------------_ .64 July 1, 1910, balance available__---------------- -- 136, 985. 78 July 1, 1910, amount covered by uncompleted contracts_---- ------ 224, 287. 34 Amount (estimated) required for completion of existing project_ a110, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement____________________ ----------- 110, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix R R 5.) a Exclusive of the balance unexpended July 1, 1910. 910 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 and survey of Wilmington Harbor. California, with a view to obtaining a channel 200 feet wide and 20 feet deep, beginning at the turning basin in said harbor, thence in a northeasterly direction to the east line of the east basin; and also a similar channel, beginning at said turning basin, thence in a north- westerly direction to the north line of the west basin.-Reports dated May 21, 1909, and January 10, 1910, respectively, are printed in House Document No. 768, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $390,000 is presented. 2. Preliminary examination and survey of Grand River, from its mouth to Noab, and Green River, from its mouth to the town of Greenriver, Utah.-Reports dated August 10, 1909, and March 19, 1910, respectively, are printted in House Document No. 953, Sixty- first Congress, second session. These localities are not considered worthy of improvement by the General Government at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST SAN FRANCISCO, CALIFORNIA, DISTRICT. This district was in the charge of Lieut. Col. John Biddle, Corps of Engineers, division engineer, Pacific division. 1. Harbor at San Francisco, Cal.-San Francisco Bay is about 40 miles long and varies from 3 to 10 miles in width, and has about 36 square miles of anchorage area with depths of from 40 to 90 feet. The bar extending around the entrance has a depth in Bonita channel of about 8 fathoms, and at other channels 5 to 6 fathoms. The only impediments to navigation, with which the General Government concerned itself, were a number of rocks scattered about the bay and in the ocean interfering with safe and easy navigation. The rocks above high water have been marked by buoys, light-houses, etc. Of the rocks below high water some were above low water and others ranged from being barely covered at low water down to a depth of 25 to 30 feet below low water. These rocks obstructed navi- gation in varying degrees according to their location, the depth of water over them, and the draft of vessels using the channels. Rocks at various depths and out of the way of the deepest-draft vessels using the channels in which the rocks are located have not been con- sidered. The original project, adopted in 1868, provided for the removal of Blossom rock to a depth of 24 feet at mean low water. This was completed by contract in 1870, at a cost of $75,000. In 1872 project was adopted for the removal of Rincon rock to a depth of 24 feet at low water. In July, 1877, this rock having been removed to a depth of 21) feet, work was stopped at request of local authorities and con- RIVER AND HARBOR IMPROVEMENTS. 911 tractor paid $39,483.88 for work actually done. This rock is now within the pierhead line and is covered by a wharf. In 1876 Noon- day rock, in the Pacific Ocean, 33 miles west of entrance to San Francisco Bay, was removed under contract, at a cost of $20,000. The total amount spent prior to adoption of present project is given as $165,927.84. The existing project, adopted by Congress on March 3, 1899, pro- vided for the removal of Arch rock and Shag rocks, numbered 1 and 2, all to a depth of 30 feet below mean low water. Congress at that time appropriated $100,000 for the work and authorized con- tinuing contracts for not to exceed $500,000 additional. The esti- mated cost of removal of these three rocks was $731,220. On June 13; 1902, Congress amended the act of March 3, 1899, so as to include the removal of Blossom rock to a depth of 30 feet. The estimate of cost was $92,600. These four rocks were removed under two contracts and work was completed in 1903, at a total contract price of $298,642. On June 25, 1910, Congress revived the continuing contract author- ization of March 3, 1899, and extended it to include the removal of Centissima rock, Bonita channel, to a depth of 40 feet at mean low water, at an estimated cost of $110,000; and two rocks near the. Mail Dock to 35 feet below low water, at an estimated cost of $60,000, in accordance with plan printed in House Document No. 1119, Sixtieth Congress, second session. No appropriation, however, was made. The amount expended on existing project up to June 30, 1910, was $316,529.68. Nothing has been spent for maintenance and no receipts have been derived from any source. An unexpended balance of $3,470.32 was turned into the Treasury of the United States, on June 30, 1908. No work has been done during the fiscal year and no money, has been spent. The improvement is now covered by the continuing-contract appro- priations, and the balance of the authorization remaining to be ap- propriated is $280,000. About six-sevenths of the approved project, including all extensions to date, has been completed up to June 30, 1910. The maximum draft that can be carried June 30, 1910, over the rocks that have been under improvement, except Rincon rock, is 30 feet at mean low water. The tidal range is from 32 to 6 feet. These improvements have resulted in making navigation easier and safer. The maximum draft that can enter the harbor is determined by the bar, which has a channel of 8 fathoms. The total exports from the port of San Francisco for the year ending December 31, 1909, amounted to $31,100,309; the imports amounted to $51,469,023. The commerce of San Francisco is increas- ing. The improvements have had no appreciable effect on freight rates. The amount estimated for 1912 will be used for undertaking the removal of Centissima and Rincon Reef rocks. For reports of examinations and surveys of certain rocks in this locality see Annual Report of Chief of Engineers for 1898, page 2923, and also House Document No. 1119, Sixtieth Congress, second session. 912 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project__. $170, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement.-____ ___ ------_-----__- 30, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix S S 1.) 2. Redwood Creek, California.-Redwood Creek empties into San Francisco Bay about 25 miles south of San Francisco. Before im- provement there were shoals in this creek which were bare at low tide, and vessels used it only during medium stages of, the tide. Project for improvement was made in 1882 to obtain, by dredging, channels aggregating 6,000 feet in length, 50 to 60 feet in width, and 2 to 3 feet in depth at low water, estimated to cost $15,400. From 1884 to 1888 appropriations aggregating $15,400 were made, and the work was completed August, 1889. The channel was not self-main- taining, and in 1890 an additional appropriation of $8,000 was made. Channels were redredged and the work was completed in 1892. The total amount expended to June 30, 1895, was $23,400. In 1896 Congress ordered an examination which resulted in a modi- fied project. This provided for a new channel to have a depth of about 5 feet at low water through a middle ground, bare at low tide; dredging in front of the city wharf at Redwood City; building a dam of sheet piling across a navigable slough; and constructing a dike of timber and brush near but outside of the foot of the channel to be dredged through the middle ground. The estimated cost of the work was $8,400. By act of June 13, 1902, Congress appropriated $8,400 for carrying out this project. It was found that if one of the channels were closed with a dam it would interfere with the free tidal movement necessary to maintain the larger channel to be dredged, and further that the dike contemplated outside of the foot of said channel might not be necessary. Contract was, therefore, made only for the dredg- ing required. This dredging resulted in obtaining a channel ap- proximately 7 feet deep at low water and 100 feet wide through the middle ground; a channel 60 feet wide by 5 to 10 feet deep and 150 feet long in front of the city wharf; and a channel in Smiths Creek 1,200 feet long, 100 feet wide, and 5 feet deep. All were completed by July 15, 1903. The total quantity of material removed was 72,154 cubic yards. No work has been done since. The total amount spent prior to adoption of the present project (in 1910) was $31,442.66. An unexpended balance of $357.34 was turned into the Treasury of the United States, on June 30, 1908. The results obtained by the dredging completed in 1903 secured a depth of 5 feet at mean low tide and a width of 100 feet over the shoalest part, and were sufficient for all existing requirements, but there is no adequate tidal basin above the channels and shoaling re- sulted and gradually filled up the channels to about their original condition. The present project, adopted by Congress in the river and harbor act approved June 25, 1910, provides for a channel 150 feet wide and 5 feet deep at low water up to the city dock, about three-fourths of a RIVER AND HARBOR IMPROVEMENTS. 913 mile below Redwood City, a distance of about 4 miles. The esti- mated cost is $12,000, with $1,500 annually thereafter for mainte- nance. Nothing has yet been done under this project and nothing has been spent. On June 30, 1910, the stream is dry at the shoalest part at mean low water. The range of tide is from 5 to 7 feet. The amount of commerce carried on Redwood Creek during the year ending Decem- ber 31, 1909, is given as 44,783 short tons, valued at $897,977. This shows a decrease from the amount of commerce given in connection with report of survey last year. The effect of the improvement of this stream by the United States has been to secure the so-called "railroad terminal rates" for Red- wood City, the railroad rates being as low as water rates. For reports of examinations and surveys, see Annual Reports of the Chief of Engineers for 1884, page 2204, 1891, page 2966, 1897 page 3349, and House Document No. 307, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------ $12, 000. 00 July 1, 1910, balance unexpended-----------------------------12, 000.00 (See Appendix S S 2.) 3. Oakland Harbor, California--San Antonio Estuary, which con- stitutes Oakland Harbor, is an arm of the Bay of San Francisco. Before improvement the tidal flow was sufficient to maintain a nat- ural channel depth over the bar, off the mouth, of 2 feet at low tide. Within the estuary proper mid-channel depths of 20 to 23 feet at low water and widths of 500 feet were found. Vessels drawing 5 to 8 feet could enter at high tide. The commerce in 1874 aggregated 154,300 short tons. The original project was submitted in 1874 in compliance with an act of Congress. The report, with project and estimate of cost, is printed in the Annual Report of the Chief of Engineers for 1874, page 378. This project called for (a) two mid-tide training walls at the entrance, (b) a tidal canal about 11 miles in length to connect with tide water in San Leandro Bay, with the object of increasing the tidal flow through the channel, (e) a dam at the entrance to San Leandro Bay, and (d) dredging a tidal basin and then a channel to have a depth of 20 feet from the basin to San Francisco Bay. The estimated cost of the work was in round numbers $1,815,000. This was approved by Congress, and during the progress of the work slight modifications were made from time to time. These con- sisted of raising the training walls to full high-tide level; of increas- ing the width of the tidal canal to 400 feet; of building three steel bridges across the tidal canal; and of diverting the silt-laden storm waters of Sausal Creek from the tidal canal by means of a separate channel into San Leandro Bay. The present project was adopted before this project was completed. Up to and including 1900, $2,450,600 had been expended on the original project. In the river and harbor act of 1900 Congress provided for an ex- amination of Oakland Harbor with a view to its improvement west of the tidal canal to meet the needs of present and prospective com- 56932 --- EN1G 1910----58 914 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. merce. Three alternative plans and estimates for channel enlarge- ment were submitted, estimated to cost, respectively, $646,293, $1,687,- 818, and $968,203. This report, with estimates, is printed in the Annual Report of the Chief of Engineers for 1901, pages 3448-3449. On June 13, 1902, Congress appropriated $100,000 and authorized continuing contracts for $150,000 additional for the work, but failed to specify to which of the above projects the funds were to be applied. Contract was made to the extent of the money available and author- ized for dredging work which was common to all of the above proj - ects. By act of March 3. 1905, Congress specifically named project No. 3, estimated to cost $968,203, appropriated $100,000, and author- ized contracts for $250,000 additional for continuing the improve- ment with a view to obtaining a channel 300 feet wide and 25 feet deep from San Francisco Bay to Fallon street, Oakland: Project No. 3 calls for a channel from San Francisco Bay, 500 feet wide and 25 feet deep at low water, to Chestnut street, Oakland; thence 300 feet wide and 25 feet deep at low water to Fallon street; thence 300 feet wide and 17 feet deep to tidal basin; thence 300 feet wide and 12 feet deep around the tidal basin, and extension of south jetty. In the act of March 2, 1907, Congress provided for the project No. 3, as recommended by the Board of Engineers for Rivers and Harbors in report of January 11, 1907, printed in Rivers and Harbors Corm- mittee Document No. 9, Fifty-ninth Congress, second session, but the act extended the provisions of the project as follows: Extension of south jetty 500 feet, widening to 500 feet the channel 25 feet deep from San Francisco Bay to Fallon street, deepening to 25 feet the channel 300 feet wide from Fallon street to the tidal basin, deepening to 17 feet the channel 300 feet wide around the north side of the tidal basin to the tidal canal, and from the tidal canal along the Alameda shore to Tenth avenue. The estimate of cost was $1,468,203. The work is in progress under the continuing-contract system. The full appropriation under contract authorization has been made. In order to complete the improvement directed by Congress, an additional amount of $500,000 is estimated to be required. On June 30, 1910, at mean lower low-tide level, a channel 300 feet wide and 25 feet deep has been made for a length of 25,000 feet easterly from deep water in San Francisco Bay to the tidal basin at Tenth avenue. From the bay to Chestnut street this channel has a width of 400 feet with a depth of 20 feet in the additional 100 feet width, and from Chestnut to Castro' streets and from Harrison to Fallon streets the channel has a width of 400 feet with 25 feet depth. On the south or Alameda side of the tidal basin is a partly com- pleted channel 300 feet wide, 17 feet deep from Tenth avenue to the tidal canal, a distance of 6,200 feet. Along the north side the channel is 300 feet wide and 17 feet deep for a distance of about 7,400 feet. The range of the tides is 4.5 to 5.5 feet. The navigable portion of the channel is about 32,000 feet in length. Light draft vessels can go a half mile farther east. The amount spent on this project is $928,149.82. It is about three-fourths completed. The river and harbor act of June 25, 1910, provides for either continuing present project or, in the discretion of the Secretary of RIVER AND HARBOR IMPROVEMENTS. 915 War, improving in accordance with plan of improvement printed in House Document No. 647, Sixty-first Congress, second session. This latter provides for a channel 500 feet wide and 30 feet deep from the bay to the tidal basin, 300 feet wide and 25 feet deep around the tidal basin, and 18 feet deep in the tidal canal, at an estimated cost of $1,100,000, and $25,000 annually for maintenance. Of this work, however, the 30-foot channel as far as the draw- bridges is to be first constructed at an estimated cost of approximately $600,000, the remainder to be undertaken gradually as commerce requires. The money thus far spent has been practically all for extensions in channel widths and depths for the benefit of commerce. There has been spent for maintenance of bridges since the adoption of. the present project $23,342.27. The sum of $5 has been received from the sale of an old typewriter. High Street Bridge was almost entirely destroyed by fire on May 21, 1909, and the work of rebuilding was completed January 18, 1910. It is difficult to estimate what increase of commerce is likely to result from an increased depth and width of channel in Oakland Harbor. At present about 64 per cent of the total tonnage of Oak- land Harbor is overland freight transferred across the bay on ferry- boats, which, when loaded with cars, draw only about 8 feet of water. If improvement be continued it will permit the deeper draft vessels to carry to and from Oakland merchandise which now is transported over the ferries. It also should induce an increase in manufacturing industries on the shores of this harbor. It is believed that the improvement has had no material effect on freight rates. The amount required for expenditure in the fiscal year ending June 30, 1912, will be applied to continuing work in accordance with project as directed by Congress. This will be for extension of benefits. The Secretary of War, under date of July 25, 1910, having des- ignated the new plan of improvement as the one under which further operations will be conducted, a channel 30 feet deep will be first dredged up to the drawbridges with the funds now available. This channel will be widened to 500 feet, and the channel around the tidal basin and in the tidal canal will be deepened, in accordance with the new plan, when further funds are provided. The bridges constructed and owned by the United States are three in number, built over the artificial tidal canal. They have draws, but have never been operated, as the tidal canal has never been considered a navigable stream. The river and harbor act of June 25, 1910, pro- vides for the transfer of these bridges to the local authorities, to be maintained and operated by them. It is expected that these bridges will be repaired and put in condition for operation of the draws by electricity. For report of survey during the year see House Document No. 647, Sixty-first Congress, second session., 916 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended----------------------.--- $281, 215. 35 Amount appropriated by river and harbor act approved June 25, 1910 ----- ------------------------ ------------------ 250, 000. 00 $531, 215. 35 June 30, 1910, amount expended during fiscal year: For works of improvement-----------------$216, 845. 72 For maintenance of improvement-------------- 9, 297. 24 226, 142. 96 July 1, 1910, balance unexpended___--------------------------- 305, 072. 39 July 1, 1910, outstanding liabilities --------------------- 11, 494. 50 July 1, 1910, balance available----------------------------- 293, 577. 89 July 1, 1910, amount covered by uncompleted contracts --------- 28, 880. 00 Amount (estimated) required for completion of existing project_ al, 370, 000. 00 Amount, required for expenditure in fiscal year ending June 30, 1912, for works of improvement_--__.___-___ __________ a150lo, 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix S S 3.) 4. San Pablo Bay, California.-Beforework was commenced there was a shoal about 27,000 feet long, with a least depth of 19 feet at low water, with a gradual increase of depth toward each end of the shoal, where the depth was 30 feet. These depths extended from 1,000 to 1,500 feet in width. Ships going to and from Mare Island Navy- Yard and all the commerce passing into and from the Sacramento and San Joaquin rivers pass over this shoal. No project was adopted or improvement made prior to the present project. Report on examination, with estimate, is printed in the Annual Report of the Chief of Engineers for 1900, page 4260. The project contemplated a channel 300 feet bottom width, 30 feet depth at low water, and 27,000 feet long, estimated to cost $381,000, and about $16,000 per year thereafter for maintenance. Congress adopted this project on June 13, 1902. This work was completed February 6, 1906. A survey made in April and May, 1907, showed that the channel had shoaled over four-fifths of its length, a total fill of about 1,000,000 cubic yards. Over a length of half a mile the depths had decreased to 24 feet. A survey made in November, 1908, showed a fill above the 30-foot plane since the dredging was completed of about 1,292,000 cubic yards, or over five-eighths of total that was dredged from the channel. No survey has been made since, but shoaling at both ends of the cut has probably taken place to the extent of several hundred thousand cubic yards. As the middle portion of the dredged channel had previously shoaled, this last shoaling has not reduced the maximum available depth over this channel. The maximum available depth June 30, 1910, at low tide is prob- ably about 23 feet. The ordinary range of tide is from 3.5 to 6 feet. The amount expended on this project to June, 30, 1910, is $332,804.52. Improvement is needed to permit naval vessels to reach Mare Island Navy-Yard at all stages of the tide. It is not required by the present commerce, and has had no effect on freight rates. * Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 917 The funds on hand will be used to make examinations and to dredge any small shoal places that may develop. July 1, 1909, balance unexpended --------------------- $20, 363.89 July 1, 1910, balance unexpended ___--_--------------- 20, 363. 89 (See Appendix S S 4.) 5. Suisun channel, California.-Suisun channel, also known as Suisun Creek and Suisun Slough, is a tidal inlet from Suisun Bay, California, and has never been improved in any way by the United States. In the lower part the depths and widths are ample for the present needs of navigation, but above Rush Landing the stream is tortuous, narrow, shallow, and much of it bare at low tide. The existing project, adopted by Congress in river and harbor act of June 25, 1910, is in accordance with plan printed in House Docu- ment No. 1110, Sixtieth Congress, second session, and provides for a harbor at Suisun 1,400 feet long by 150 feet wide and 6 feet deep at low water, and a cut-off 3,000 feet long, 80 feet wide on the bottom, and 6 feet deep at low water, from the basin to Peytonia Slough. The estimated cost is $25,000, and $2,000 annually for maintenance. The said act makes an appropriation of $12,500 and further provides that the land required for the cut-offs proposed shall be deeded to the United States, free of cost, before any part of the appropriation shall be expended. Nothing has been done on this work, and no money has been spent. The shoalest parts of this channel were dry at mean low water on June 30, 1910. The tidal range is about 7 feet. The head of navi- gation is Suisun, Cal., and the length of the navigable portion is 17 miles. The commerce of Suisun channel is reported as amounting to 67,576 short tons, with estimated valuation of $312,229.21. This shows an increase over the amount of commerce reported in connec- tion with report of survey in 1908. The cement company shipping over this waterway reports that last year they shipped 91,600 tons, with estimated valuation of $916,000, by rail, which would have been shipped by this channel if there were sufficient width and depth available. It is thought that the improvement when completed will cause a reduction in freight rates by affording competition with the railroad. The amount estimated for the fiscal year 1912 will be used to com- plete the work in accordance with the approved project. For report of survey in 1908 see House Document No. 1110, Six- tieth Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910----------------------------------------------- $12,500. 00 July 1, 1910, balance unexpended ----- ______- -__ -_____- 12, 500. 00 Amount (estimated) required for completion of existing project a 12, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement___ .. ______________ a 12,500.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix S S 5.) * Exclusive of the balance unexpended July 1, 1910. 918 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 6. San Joaquin River, California.-Beforeimprovement the chan- nel below Stockton was crooked and difficult to navigate, with a depth of 6 feet and less at low tide. Above Stockton it was navigable only at high water for a few months of the year and carried but little com- merce. The first examination and survey was made in 1875. (See Report of the Chief of Engineers for 1875, p. 729.) In 1877 (see Report of the Chief of Engineers for 1878, p. 1302) a plan of improvement was submitted to dredge shoal parts to 6 feet and to cut off sharp bends. This was modified to obtaining a channel 100 feet wide and 9 feet deep to Stockton, 80 feet wide and 4 feet deep in Mormon Slough to Miller's warehouse, as well as a temporary improvement of the upper river by snagging, dredging of bars, and partial closing of side channels. No definite estimate was made for this project. The work done has been practically by the use of such funds as were availa- ble to improve the worst stretches in the river as they developed year by year. - Eight cut-offs have been made below Stockton by the United States and several by the State of California. The dredged depths and cut-offs have maintained themselves fairly well in the main river, but it has been impracticable, on account of the large amount of debris brought down by Mormon Slough, to maintain without con- tinuous dredging navigable depths in Stockton channel, which is about 1 miles in length and on which the city of Stockton is situated. This unfavorable condition at Stockton channel will be largely remedied by an intercepting canal, which is now under construction. The present project as submitted in House Document No. 1124, Sixtieth Congress, second session, and adopted by the river and har- bor act of June 25, 1910, provides for a channel 9 feet deep and 200 feet wide, with two cut-offs, at an estimated cost of $240,000, and $25,000 a year for maintenance. The said act makes an appropria- tion of $40,000 for carrying out this new project, contingent upon the land required for the necessary cut-offs being transferred to the United States free of cost. The total amount expended on the project up to June 30, 1910, was $572,977.64. During the summer of 1909 Stockton channel was dredged out to a depth of 9 feet at low water and a bottom width of 150 feet for a distance of 8,000 feet from the San Joaquin River. A survey made in May, 1910, showed very little shoaling since this dredging. A dam near the mouth of Mormon Slough intercepts temporarily the flow of this slough, discharging it into the San Joaquin River above the mouth of Stockton channel, after passing over a wide tract of land on which most of the material carried is deposited. A large shoal in the San Joaquin River just below Pierce Landing was removed during September, 1909, with a leased dredge, and another shoal near Rough and Ready Island was also removed in February, 1910, with a leased dredge. 'The maximum depth that could be carried to Stockton at mean low tide on June 30, 1910, was about 6 feet. The extreme tidal range is about 3 feet; the freshet range about 12 feet. The distance from Stockton to the mouth of the San Joaquin River is about 45 miles. At high water boats go occasionally to Hills Ferry, 150 river miles above Stockton. RIVER AND HARBOR IVPROVEMENTS. 919 The commerce of the San Joaquin River is reported by the Stock- ton Chamber of Commerce as reaching 514,861 short tons during the year 1909, valued at $31,275,925. Nearly all of this freight is car- ried on the lower San Joaquin River below Stockton, the commerce of the upper San Joaquin being small. The nature of the commerce has not been changed by these im- provements. The improvements have undoubtedly had effect on freight rates, though the amount can not be ascertained. The funds required for expenditure during the fiscal year ending June 30, 1912, will be used for dredging and snagging in the worst places in the river for maintenance under the old project. This work is necessary to make present improvement available. July 1, 1909, balance unexpended---------------------------- $21,527. 66 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------ 75, 000. 00 96, 527. 66 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------------------------19, 835. 30 July 1, 1910, balance unexpended-_---------------------------_76, 692. 36 Amount (estimated) required for completion of existing project___ a 200, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_---------------------__ a 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 S S 6.) 7. Stockton and Mormon channels, California.-The act of June 13, 1902, provided for the diversion of the waters of Mormon Slough into the Calaveras River. The project is printed in the Annual Report of the Chief of Engineers for 1899, page 3189. Its estimated cost was $255,016. Due to increase in cost of work before operations were begun, an additional estimate of $56,079 was made. The full amount has been appropriated and the work is under construction. The act of 1902 required the city of Stockton to furnish the right of way to the United States, which was done. This work is being done under continuing contract appropriations and the full balance of the authorization has been appropriated. This canal will, however, not entirely prevent debris from being carried into Stockton channel from Mormon Slough. The south bank of this slough above the canal is low and at high water over- flows. Until this south bank is leveed, part of the high-water dis" charge of Mormon Slough will enter Stockton channel. The total amount expended on existing .project up to June 30, 1910, is $205,115.28. Of this amount nothing has been spent for maintenance of improvement and nothing has been received from any sales, etc. During the year work has been carried on under two contracts, one on the Calaveras section of the diverting canal and the other on the canal section of the diverting canal. The work on the first section was completed in October, 1909, and the latter was about 85 per cent completed at the end of the fiscal year. The work on both a Exclusive of the balance unexpended July 1, 1910. 920 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sections during the year consisted of dry work by land dredges and scrapers, building levees, embankments, and dams, and also building new highway and railroad bridges in the path of the diverting canal. July 1, 1909, balance unexpended------------------------------ $222, 511. 70 June 30, 1910, amount expended during fiscal year, for works of im- provement------------------------------------------------- 147, 231. 98 July 1, 1910, balance unexpended--------------------------------75, 279. 72 July 1, 1910, outstanding liabilities------------------------------12, 066. 44 July 1, 1910, balance available----------------------------------63, 213. 28 July 1, 1910, amount covered by uncompleted contracts------------ 19, 616. 27 (See Appendix S S 7.) 8. Mokelumne River, California.-The navigable portion of this river is a tidal stream emptying into the San Joaquin River. It is navigable for 20 miles above its mouth, and with its branches or forks about 14 miles additional. It also connects with other navi- gable sloughs forming the delta of the San Joaquin and Sacramento rivers. Regular lines of steamboats go to New Hope Landing, about 14 miles above the mouth. Motor boats go above regularly and steam- boats go occasionally to the New Hope-Galt Bridge to bring in sup- plies and take out the crops. A depth of 6 feet at low tide is found as far as New Hope Landing, 15 miles above the mouth. From New Hope Landing to the New Hope-Galt Bridge, a distance of 8 miles, the depth is about 3 feet at low water. The tidal range is about 3 feet. The difficulties of navigation have been mostly due to snags and over- hanging trees. The first project was made in 1881 for their removal at an esti- mated cost of $8,250. (See Annual Report, Chief of Engineers, 1882, p. 2637.) The project was enlarged in 1891 to include, beyond snag- ging, the closing of a small canal and removing, by dredging, a tongue of land opposite New Hope Landing. The estimated cost to put the river in navigable condition was $7,100. (See Annual Report, Chief of Engineers, 1891, p. 3135.) Appropriations were made in 1892 and 1894, amounting to $5,000, and the work of closing canal and removing point was completed. No appropriations were made be- tween 1894 and 1905. Since then the amounts appropriated have been used for maintenance by snagging, dredging small bars, and cut- ting off sharp points. The balance now available will be applied, as above, for maintenance. The total amount expended on this improvement to June 30, 1910, was $20,998.64. The only work done during the year was a survey made in March, 1910, to determine condition of channel and extent of shoals, etc., and a few days' work with a leased dredge in the latter part of June, 1910. This dredge will be continued at work about two weeks longer to remove shoals in the way of vessels. The improvement has resulted in a reduction of freight rates. The steamboat company operating on the river gives the amount of ton- nage carried by its steamers as 28,020 short tons, at an estimated value of $2,018,810. The amount estimated for the fiscal year 1912 will be used on dredging bars and snagging, for maintenance of improvement. RIVER AND HARBOR IMPROVEMENTS. 921 July 1, 1909, balance unexpended------------------------- $2, 607. 76 Amount appropriated by river and harbor act approved June 25, 1910_ 2, 000.00 4, 607. 76 June 30, 1910, amount expended during fiscal year, for maintenance of improvement ------------------------------------------ 606. 40 July 1, 1910, balance unexpended 4, 001.36 July 1, 1910, outstanding liabilities--_____ 1, 500. 00 July 1, 1910, balance available ------------------------------- 2, 501.36 July 1, 1910, amount covered by uncompleted contracts -------------- 375. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__-------------------------- 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 S S 8.) 9. Petaluma Creek and Napa River, California.-(a) Petaluma Creek.-This creek has a length of 16 miles and is an estuary of San Pablo Bay. Its head of navigation is the town of Petaluma, a place of about 4,000 inhabitants. Before improvement it was very crooked, dry in many places at low tide, and could be navigated only at medium or high-tide stages. Project was made in 1880 for straightening the creek by making cut-offs and dredging so as to obtain a channel 50 feet wide and 3 feet deep at low water, estimated to cost $25,868. (See Annual Report of the Chief of Engineers for 1880, p. 2243.) In 1892 the project was extended to dredge the channel as deep as funds would permit. Work has been done under the project as funds were appropriated. The project was enlarged by the river and harbor act of March 2, 1907 (see H. Doc. No. 387, 59th Cong., 1st sess.), to provide for dredging a channel 6 feet deep at low tide and 50 feet bottom width from the mouth of the creek to McNears Canal, and 4 feet deep and 50 feet wide thence to the head of navigation at Petaluma. The additional cost of this work is estimated at $15,239, which was appropriated March 2, 1907. Under contract completed October 21, 1908, a channel 50 feet wide and 6 feet deep, mean low water, was dredged up to McNears Canal, and 50 feet wide and 4 feet deep to head of navigation at Petaluma. In March, 1909, it was found that, due to heavy floods, the channel above McNears Canal had shoaled its entire length, and for 1 miles below the canal had shoaled in several places. Under two contracts, one completed in July and the other in August, 1909, the channel was restored to a width of 50 feet and a depth of 6 feet at low water up to McNears Canal, and 50 feet wide and 4 feet deep from McNears Canal to D Street Bridge. This work extended over about 3,600 feet of the channel. Bids were received for doing the dredging from D street Bridge to Washington Street Bridge, but were all rejected, as they were unreasonably high. It is expected to again advertise for bids for this work in the near future. In October, 1908, complaint was made of shoaling in San Pablo Bay across the flats at the entrance to Petaluma Creek. A survey was a Exclusive of the balance unexpended July 1, 1910. 922 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. made over an area 2 miles wide and 5 miles long, and it showed that the original channel across the flats was practically obliterated, so that there was an available depth in the shoalest part of only about 21 feet at the mean of lower low water. There is no project to cover improvement at this place, which, being in San Pablo Bay and exposed to the winds and waves, will be very costly. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part under improvement is 3 to 4 feet, except the upper 2,000 feet, where the creek is about dry at low water. Navigation is carried on only at higher stages of the tide. The usual tidal range is about 8 feet. The amounts available and estimated for the fiscal year 1912 will be used for dredging and snagging, and are for maintenance. The total amount expended to June 30, 1910, is $89,047.88. The amount spent on the existing project up to June 30, 1910, is $21,239.36. Of this amount $3,929.27 has been spent for mainte- nance of improvement. The commerce on Petaluma Creek is large and is increasing. The statistics have been carefully collected by the Chamber of Commerce of Petaluma. There are a number of river steamers and barges mak- ing regular trips, and over 75 schooners making trips more or less regularly as they find freight. The exports and imports by the river are given as 178,095 short tons, valued at $11,015,425. Com- merce by railroad is given as 106,708 tons, valued at $3,547,143. It is considered that water transportation has aided largely in the devel- opment and prosperity of the contiguous country and has materially affected freight rates. July 1, 1909, balance unexpended------------------------------ $11, 645. 39 Amount allotted from appropriation made by river and harbor act approved June 25, 1910--------------------------------------- 5, 000. 00 16, 645. 39 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------------------- ---- --- 3, 454. 27 July 1, 1910, balance unexpended----------------------------- 13, 191. 12 Amount required for expenditure in fiscal year ending June 30, 1912, 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) Napa River.-Before improvement this river had a low-water depth of 5 feet for about 12 miles above the Mare Island Navy-Yard and about 1 foot depth on the crest of the bars in the next 4 miles of its length to the head of navigation in front of the town of Napa. The ordinary range of tides is about 5 feet. Spring tides reach a height of 7 feet. Project for the improvemnt was made in 1888, which contemplated the dredging of the bars and cutting off projecting points of land so as to obtain a channel 75 feet wide with a least depth of 4 feet at low tide and to remove logs, snags, and other obstructions. The esti- mated cost was $27,600. Examinations were again ordered by Con- gress and made in 1896, 1899, and 1902. Report on the latter is printed -in the Annual Report of the Chief of Engineers for 1904, page 3427. The existing project and old project are identical. OSee consolidated money statement on page 923. RIVER AND HARBOR IMPROVEMENTS. 923 Work was begun in accordance with the project in 1889 and has progressed since whenever funds became available. The total amount expended on this improvement to June 30, 1910, is $43,178.58. Of this amount $15,578.58 has been spent for maintenance of improvement. A survey made in November, 1909, showed shoals at several places as high as 1 foot above low water. Aside from these shoals there was a channel of about 3 feet at low water. Over the rock below Asylum Slough there was 2 feet at low water. From this survey it was estimated that it would require the dredging of 31,977 cubic yards of material and the removal of 800 cubic yards of rock to obtain the width and depth of channel called for in approved project. This work was done under contract and with a leased dredge and was completed in May, 1910. The result was a channel 75 feet wide and 4 feet deep at low water up to Third Street Bridge. Over 8,500 feet in the length of the channel was covered by these operations. The head of navigation is about half a mile above the Third street drawbridge at Napa. The length of the navigable portion is 18 miles. The maximum draft that can be carried June 30, 1910, at mean low water over the shoalest part is 4 feet. The amounts available and estimated for the fiscal year 1912 will be used for dredging and snagging and are for maintenance. Freight rates are reasonable, due to the maintenance of navigation. The commerce of Napa River during the year 1909 amounted to 249,601 short tons, valued at $6,363,799. This commerce was prac- tically all carried by the steamers and schooners of one transportation company. July 1, 1909, balance unexpended-------- ------------------- .'$7, 751. 72 Amount allotted from appropriation made by river and harbor act approved June 25, 1910------------------- 5, 000.00 12, 751. 72 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------- 6, 000. 94 July 1, 1910, balance unexpended----------------------------- 6, 750. 78 Amount required for expenditure in fiscal year ending June 30, 1912, 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, 1909, balance unexpended---------------------------- $19, 397. 11 Amount appropriated by river and harbor act approved June 25, 1910----- ------------------------------- 10, 000.00 29, 397. 11 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--- ------------------- ------------- 9, 455. 21 July 1, 1910, balance unexpended-- ----------------------- 19, 941. 90 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement.--------------------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 S S 9.) a See consolidated money statement on this page. Exclusive of the balance unexpended July 1, 1910. 924 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 10. Humboldt Harbor and Bay, California.- A description and his- tory of the work done at this locality is printed in the Annual Report of the Chief of Engineers for 1900, page 4237. Before improvement the entrance to the harbor was obstructed by a bar having channel depths of 12 to 15 feet. This channel was not fixed in direction, and sometimes for weeks at a time vessels were bar bound. Inside the harbor, in front of the towns of Eureka, Arcata, and Hookton, the channels were very shoal. In 1881 a project for deepening the channels in front of these towns by dredging was adopted. (See Annual Report of the Chief of Engi- neers for 1881, p. 2481.) The work was done by contract, was com- pleted in 1884 at a cost of $80,884.69, and resulted in channels 200 feet wide and 12 feet deep in front of Eureka and 100 feet wide and 10 feet deep in front of Arcata and Hookton. In March, 1899, a project was adopted for dredging a channel 15 feet deep, 200 feet wide, and 8,900 feet long in front of Eureka, estimated to cost $50,000. Work was done by contract, and a chan- nel of the dimensions contemplated was completed in March, 1901. By act of March 2, 1907, Congress appropriated for a project for further improvement in accordance with report printed in House Document No. 228, Fifty-ninth Congress, first session, which con- templated enlargement of the channel in front of Eureka to a depth of 18 feet and width of 300 feet for a length of 6,200 feet, at an esti- mated cost of $83,000. This was completed October 2, 1908. In 1882 a project for improving the entrance to the harbor was adopted. It called for a low jetty, estimated to cost $600,000, which was to be about 6,000 feet in length, to extend from the south spit seaward. This was somewhat modified in 1888 and again in 1891, so as to build nearly parallel high jetties, each about 8,000 feet in length, to extend seaward to the crest of the bar. The estimated cost of the work was $2,057,615. The work on the jetties was commenced in 1889 and was com- pleted in August, 1899, at a cost of $2,040,203.35. It resulted in a good channel, having a least depth of 28 feet at low water. A re- survey, made in August, 1903, showed a channel through the entrance having a least low-water depth of 31 feet. Since that time the chan- nel has deteriorated. A bar has formed outside the entrance whose longer axis is nearly at right angles to the former jetty channel. The result is that vessels instead of going straight to sea, as formerly, now make a sharp turn to the right, broadside to the sea, immediately on passing the outer end of the north jetty. This bar varies in location so that the channel frequently shifts and all but the shallowest draft vessels are always obliged to enter and leave on soundings and at high tide only. According to reports of the captains of the two largest steamship companies, the maximum avail- able draft on June 3Q, 1910, was 18 feet at mean low water. The present depth is wholly insufficient for the needs of the commerce of this port. The present project, as adopted by Congress in the river and harbor act of June 25, 1910, is in accordance with report submitted in House Document No. 950, Sixtieth Congress, first session, and is to restore the jetties to their original condition, at a cost of $1,037,400. At the wharves at Eureka the depth is about 18j feet. To Arcata the channel has about 9.5 feet at low water at the shallowest part. There is no navigation to Hookton at present. The tidal range is about 6 feet. RIVER AND HARBOR IMPROVEMENTS. 925 The total amount expended on this work to June 30, 1910, is $2,261,698.14. Of this amount, $83,000 has been spent for improve- ment on the present project for the channel in front of Eureka. Nothing has yet been spent for maintenance on this project. The sum of $6 has been received from sale of unserviceable articles and deposited to credit of the appropriation. Since the improvement the population of Eureka and vicinity has increased from 7,000 to about 16,153 persons. The commerce has increased. Deeper-draft vessels and 'more of them now run regu- larly to Humboldt Bay. The following table shows the changes in commerce since 1885: PassenFreight. Passen- Freight. gers. gers. Short tons. Short tons. 1885...... ................. 4,195 162,614 1907.............. ......... 32,617 834,634 1895....................... 11,514 236,378 1908...................... 31,537 601,787 1905.......................... 32,748 616,753 1909........ 32,834 652,759 1906.................... .... 35,423 706,549 The commerce for 1909 was about 563,875 short tons of exports, valued at $8,958,139, and 88,884 short tons of imports, valued at $3,767,600. The exports are mostly redwood lumber and the imports miscellaneous supplies. There is an increase in the amount of exports and a decrease in, the amount of imports as compared with previous years. The records of the harbor commissioners show that the number of vessels, as well as the tonnage, is larger than the pre- vious year, 1908. This indicates that the carrying trade is done by a larger class of vessels. Nothing was done during the year by the United States on this locality. The expenditures reported in money statement were for inspections and office work. For report of the last survey of this locality, see House Document No. 950, Sixtieth Congress, first session. The reconstruction of the jetties is very important and this work should be placed under continuing contract to provide for its early and economical completion. July 1, 1909, balance unexpended__---------------------------- $8, 952. 01 Amount appropriated by river and harbor act approved June 25, 1910 ------------- --------------------------------- 150, 000. 00 158, 952. 01 June 30, 1910, amount expended during fiscal year, for inspections and office work ----------------- -------------- --- 35.15 July 1, 1910, balance unexpended------------------------------ 158, 916. 86 Amount (estimated) required for completion of existing project___ a 887, 400. 00 Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement------------- -- b$170, 000. 00 For maintenance of improvement__------------ c15, 000. 00 a185, 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 S 10.) a Exclusive of the balance unexpended July 1, 1910. * For work on the jetties at the entrance to the harbor. * For dredging in the channel in front of Eureka. 926 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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, with estimate of cost of improvement, of South Bay channel, Humboldt Harbor, California, with a view to the removal of obstructions to navigation to the wharf at Fields Landing.-Reports dated May 6 and July 30, 1909, respectively, are printed in House Document No. 204, Sixty-first Congress, second session. A plan for improvement, at an estimated cost of $10,000, is presented. 2. Preliminary examination and survey of Redwood Creek, Cali- fornia.-Reports dated July 2 and September 27, 1909, respectively, are printed in House Document No. 307, Sixty-first Congress, second session. A plan for improvement, at an estimated cost of $12,000, is presented. 3. Preliminaryexamination, with estimate of cost of improvement, of Humboldt Bay, California, with a view to securing increased depth between Eureka and Arcata.-Reports dated May 13 and July 30, 1909, respectively, are printed in House Document No. 326, Sixty- first Congress, second session. A plan for improvement, at an esti- mated cost of $56,000, is presented. 4. Preliminary examination and survey of Oakland Harbor, Cali- fornia, with a view to obtaining a suitable depth and width and suf- ficient anchorage room.-Reports dated July 23 and December 10, 1909, respectively, are printed in House Document No. 647, Sixty-first Congress, second session. A plan for improvement, at.an estimated cost of $1,100,000, is presented, but only a portion, estimated to cost $600,000, of which is now recommended, the remainder to be under- taken gradually, as commerce requires. 5. Survey for the construction of a continuous inland waterway in the State of California between suitable points on Humboldt Bay and Eel River, etc..-Report dated September 24, 1909, is printed in House Document No. 683, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government in the manner indicated. The local officer was also charged with the duty of making a pre- liminary examination and survey of Monterey Bay, California, pro- vided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND SAN FRAN- CISCO, CALIFORNIA, DISTRICT. This district was in the immediate charge of Capt. Thos. H. Jack- son, Corps of Engineers, under a Board of Engineers appointed pur- suant to the provisions of act of Congress approved June 3, 1896. Captain Jackson had under his immediate orders Capt. W. P. Stokey, Corps of Engineers. Division engineer, Lieut. Col. John Biddle, Corps of Engineers. RIVER AND HARBOR IMPROVEMENTS. 927 Sacramento and Feather rivers, California.-The first appropria- tion by Congress was " for the improvement of the Sacramento and Feather rivers, California." This appropriation was made March 3, 1875. At that time, due largely to the consequence of hydraulic mining, the depth on some of the bars in the Sacramento River in the 61 miles between its mouth, at Collinsville, and the city of Sacra- mento was but 4 feet, as compared with the depth of 7 feet which had previously existed. From Sacramento to Colusa, 90 miles, the stream was in favorable condition for navigation by boats drawing about 3 feet of water, but in the 107 miles from Colusa up to Red Bluff navigation was, as it is yet, difficult at numerous places on account of its changing and crooked channels, easily eroded banks, bars, and rapids. Many snags are also brought into this portion of the stream anually by high water. The bed of the Feather River had also been so filled up with debris from the hydraulic mines drain- ing into it and its tributaries that navigation in the 30 miles between its mouth in the Sacramento and the head of navigation, at Marys- ville, was practicable during the higher stages only, usually extend- ing from December to June. The same is true at the present time. The amount expended prior to operations under the existing project was $740,860.21. The present project for improvement (reports of Board of Engi- neers printed in the Annual Reports of the Chief of Engineers for 1898, pp. 2944-2945, and for 1899, pp. 3171-3181) as adopted by the act of Congress approved March 3, 1899, and by subsequent acts, provides for obtaining and maintaining the following-named channel depths in the Sacramento River, by continuing the work of remov- ing snags and other obstructions, and by the construction of wing dams to concentrate the flow at shoal places, at an estimated first cost of $280,000 and an annual expense of $25,000: Least chan- nel depth From- To- Miles. to be ob- tained and main- tained. Feet. Mouth of river at Collinsville............... Sacramento ............. _ .............. 61 7 Sacramento............................... Colusa ............................ 90 4 Colusa..................................... Red Bluff.................... ......... 107 3 Total......................... .... .............. .............. 258 At the time the reports of the Board of Engineers above referred to were submitted the permanent improvement of the Feather River was not contemplated until the flow of sand and other mining detritus from the Yuba, Bear, and other tributaries should be stopped or the commercial interests involved became greater. Several appropria- tion? have since been made, however, for the improvement of both the Sacramento and Feather rivers. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1910, was $225,280.15. Of this amount $37,212.71 was for original work and $188,067.44 for maintenance. Of the latter sum $1,821.09 was derived from sales of old property. 928 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures have resulted in obtaining and maintaining all the year round the projected channel depths in the 202 miles of the Sacramento River from its mouth to Chico Landing, and the pro- jected channel depth in the 56 miles from Chico Landing to Red Bluff during about seven months of each year. The expenditures during fiscal year ending June 30, 1910, were for maintenance of the channel between Sacramento and Red Bluff, and consisted of removing snags and cutting overhanging trees by means of the United States snag boat and its crew. The following statement shows the present conditions for purposes of navigation of the Sacramento and Feather rivers: Sacramento River. Feather River. Maximum draft that can be San Francisco to Sacramento, 7 feet; Sac- Mouth of river to Marysville, carried at low water. ramento to Colusa, 4 to 5 feet; Colusa to 1 to 2 feet. Chico Landing, 3 feet; Chico Landing to Red Bluff, 2J feet. Head of navigation............ Red Bluff . ........................ Marysville. Length, in miles, of navigable Mouth to Sacramento, 61 miles; mouth to Mouth to Marysville, 30 portions. Colusa, 151 miles; mouth to Chico Land- miles. ing, 202 miles; mouth to Red Bluff, 258 miles. The extreme variation of level of water surface at Red Bluff is about 22 feet, at Collinsville about 8 feet. Tidal influence extends up the Sacramento River to about the city of Sacramento. The Sacramento River is important as the means for transporting both freight and passengers, steamboats plying regularly all the year round between San Francisco and Colusa, 202 miles, and during about seven months of each year (December to June) between San Francisco and Red Bluff, 310 miles. The Feather River is navigated at irregular times by light-draft steamboats from its mouth up to Marysville. . The freight carried on the Sacramento River during the year end- ing December 31, 1909, was approximately 425,000 short tons, con- sisting principally of general merchandise and fruit upstream, and grain, fruit, vegetables, cord wood, and brick downstream. The value of the commerce carried was approximately $30,000,000. Ap- proximately 150,000 passengers were carried during the past year. The average tonnage for the past fourteen years has been about 425,000. The maximum tonnage carried was in 1892, when it amounted to 579,574. Extensive areas of the land along the Sacramento River are under i high state of cultivation. Practically all of the territory along the river is dependent entirely upon the stream as a means of transpor- tation for passengers and freight. In some instances the lower rates of the steamboat lines are met by railroads between the few points where the two meet in competition. The traffic on the Sacramento is now handled by 46 steamboats, 65 gasoline boats and launches, and 46 barges, and, in the lower portions of the stream, by a number of gasoline and sail schooners. The existing project, as adopted by Congress, contemplates that the sum of $25,000 will be provided annually for the improvement of the Sacramento and Feather rivers. Since this project was adopted, eleven years ago, the funds provided for maintenance averaged about $16,500 per annum, This has not been sufficient to properly main- RIVER AND HARBOR IMPROVEMENTS. 929 tain*the extensive wing-dam system built in 1899-1903. These wing dams aggregate 8,815 linear feet in length. They are now in a more or less state of decay, and the river channel at and below Sacramento is deteriorating as the result. It is very essential that the wing dams at the more critical points be rebuilt during the fiscal year 1912, and a portion of the $25,000 referred to in the appended money statement as the amount required for expenditure during that year will be devoted to that work if the funds are provided. The re- mainder is necessary to dredge channels through bars and remove snags and similar obstructions. All this additional work is work of maintenance and is necessary to keep the improvement available. More extended information concerning the Sacramento and Feather rivers and their tributaries may be found in the document and reports referred to in the Annual Report of the Chief of Engi- neers for 1908 (pt. 1, p. 861), and for 1909 (pt. 1, p. 837), also in House Document No. 76, Sixty-first Congress, first session. Much of the country along a considerable portion of the Sacra- mento, Feather, and San Joaquin rivers and their tributaries is sub- ject to widespread overflow during the winter and spring months of each year, the streams being unable to carry off the rainfall in the valleys and foothills and the melting snow in the mountains. Unre- stricted hydraulic mining in earlier years has contributed largely to the difficulty by filling up the beds of the streams. The interests of navigation, the problem of flood control, and the control and disposition of mine debris are all inseparably connected. These matters are in charge of the California Debris Commission. SACRAMENTO AND FEATHER RfVERS. July 1, 1909, balance unexpended---------------__ _ $25, 000. 00 Amount appropriated by river and harbor act approved June 25, 1910 ----------- --------------------------- 30, 000. 00 55, 000. 00 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ -__ ----- 17, 319. 27 July 1, 1910, balance. unexpended-_____-__--_--_-- __----___ 37, 680. 73 July 1, 1910, outstanding liabilities--____________ ____________ 3, 507. 44 July 1, 1910, balance available____------------------ --- 34, 173. 29 Amount (estimated) required for completion of existing project_ a Indeterminate. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance -- - a25, 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. SACRAMENTO RIVER. July 1, 1909, balance unexpended__--- ___----------------- $5, 534.47 Amount received from sales ________---------------------44. 40 5, 578. 87 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----- --------------------------------- 5, 534. 47 July 1, 1910, balance unexpended__-------------------------- 44. 40 (See Appendix T T.) a Exclusive of t'he balance unexpended July 1, 1910. - 56932°-ENG 1910----59 930 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. PRELIMINARY EXAMINATION AND SURVEY OF SACRAMENTO RIVER MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. A preliminary examination and survey of Sacramento River, Cali- fornia, from Sacramento to Red Bluff, required by the river and harbor act of March 3, 1909, was assigned to a Board of Engineers, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST PORTLAND, OREGON, DISTRICT. This district was in the charge of Maj. J. F. McIndoe, Corps of Engineers, to September 3, 1909, and from December 21, 1909, to March 21, 1910, having under his immediate orders Capt. Arthur Williams, Corps of Engineers; in temporary charge of Maj. J. B. Cavanaugh, Corps of Engineers, from September 3 to November 10, 1909, having under his immediate orders, Capt. Arthur Williams, Corps of Engineers; in temporary charge of Capt. Arthur Williams, Corps of Engineers, from November 10, to December 21, 1909, and in charge of Maj. Jay J. Morrow, Corps of Engineers, since March 21, 1910, having under his immediate orders Capt. Arthur Williams, Corps of Engineers, to June 8, 1910, and Lieut. H. H. Robert, Corps of Engineers, since April 16, 1910. Division Engineer, Lieut. Col. John Biddle, Corps of Engineers. 1. Coquille River, Oregon.-The Coquille River rises in the Coast Range and empties into the Pacific Ocean at Bandon, Oreg., about 375 miles north of San Francisco. Before improvement the channel at the mouth skirted the' south headland for some distance, as shown on map opposite page 2682 of the Annual Report of the Chief of Engineers for 1882, and was shoal, shifting, and studded with dan- gerous rocks. The depth over the bar was usually about 3 feet at low tide and was available only for small coasting vessels. The original project for improvement was adopted in 1878, and provided for the construction of two converging, high-tide jetties, built of rubblestone, 800 feet apart, so located as to cause the river to empty into the sea about one-half mile north of the original mouth of the river, these jetties to run out to sea a sufficient . distance to create and maintain a channel 12 feet deep at low tide. In 1880 the proposed depth of 12 feet at low tide was reduced to 10 feet; in 1888 it was reduced to 8 feet, and under date of May 8, 1891, the plan was changed to provide that the jetties should be 600 feet apart at their outer ends instead of 800 feet. The above changes, and the limitation of the length of the south jetty to 2,700 feet and of the north jetty to 1,575 feet, by the act of July 13, 1892, constitutes the previous project. The amount expended on the original and modified project to the close of the fiscal year 1910, was $351,192.75, of which $48,351.07 was applied to maintenance. The present project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 673, Sixty-first Congress, second session, and provides for the removal of snags between the. mouth of the North Fork and Bandon, the removal of a mid-channel rock at Rocky Point, and the rocks near the mouth of the river, dredging a low-water channel 100 feet in width RIVER AND HARBOR IMPROVEMENTS. 931 through the shoals 9 feet in depth between Coquille and Riverton, and 10 feet in depth between Riverton and the mouth, and the con- structing of some regulating works, at an estimated cost of $50,000, with $6,000 annually for maintenance, all of which is appropriated by the act. No work has yet been done on this project, and no expenditures have been made, the expenditures during the year having been on account of maintenance in caring for plant, buildings, etc., used during previous construction. The controlling depth between the mouth of the North Fork and Coquille is about 1 foot. Below Coquille the controlling depths at low water are 4, 5, 6, 6, and 9 feet at the following shoals: Strangs, Parkersburg, Walstroms Landing, Randolph, and Randolph Mill, re- spectively. The tide rises about 4.2 feet at Bandon, near the mouth, and coasting vessels can ascend the stream to Coquille City, about 25 miles above Bandon. Above Coquille City the channel is available for smaller craft for a farther distance of 12 miles, or to Myrtle Point. Logging is carried on extensively on the headwaters for distances of 30, 26, and 18 miles above Myrtle Point on the North, South, and Middle forks, respectively. The freight is loaded on small coasting vessels along the 25 miles between Bandon and Coquille City and is usually taken to San Fran- cisco. The total imports and exports during the calendar year amounted to 85,127 short tons, valued at $2,110,898. The exports consist principally of lumber, live stock, and farm products, and the imports of general merchandise, machinery, etc. The improvement proposed will increase the carrying capacity of vessels and have the effect of reducing freight rates on all shipments, as the ocean is the only available means of transporting the products to market. No additional work is necessary to make the channel available, but the submerged rocks near Bandon render navigation difficult and dangerous. Six shoals above that place will require deepening, and it will be necessary to remove all snags. The act of June 25, 1910, appro- priated $56,000 for completing this work and maintaining the im- provement for one year. These funds will be applied to that purpose, and no additional funds will be required for maintenance to June 30, 1912. For reference to reports on examinations and surveys of this local- ity, attention is invited to page 839, Report of the Chief of Engineers for 1909. A report of survey of 1907 is printed as House Document No. 399, Sixtieth Congress, first session. A report of a preliminary ex- amination and survey of the bar and channel up to Myrtle Point is printed as House Document No. 673, Sixty-first Congress, second session. Comparative statement of trafic. Short Estimated Calendar year. Short Estimated Calendar year. tons. value. calendar year. tons. value. 1900 ........... ....... 30,727 .......... 1905.................. 45,455 $1,105,750 1901......................I 32,975 ............... 1906....... -....... 67,288 1,119,716 1902... ................ 37,458 ................. 1907.................... 60504 1, 367, 634 1903... ........ .... ........ 48,249 68,426 ....... 1908.............. ..... 1,375,938 1904..................... 60,944 1,322,058 1909........... ......... 85,127 2,110,898 932 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended ---------------------------- $4, 613. 36 Amount appropriated by river and harbor act approved June 25, 1910_ 56, 000. 00 60, 613. 36 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------- 806. 11 July 1, 1910, balance unexpended------------------------------ 59, 807. 25 July 1, 1910, outstanding liabilities------------------------------55. 00 July 1, 1910, balance available------------------------------ 59, 752. 25 (See Appendix U U 1.) 2. Entrance to Coos Bay and Harbor, Oregon.-Coos Bay is a tidal estuary on the Pacific coast, in Oregon, about 180 miles south of the Columbia River. Next to Humboldt Harbor, in California, it is the principal harbor between the mouth of the Columbia River and San Francisco. Before improvement there was a channel across the bar often of no greater depth than 10 feet at low water, and under the influence of the northwesterly winds and shifting sands the chan- nel was unstable and followed the west side of the north spit in a tortuous course. At that time it was used by small coasting vessels. The original project was approved by the Secretary of War November 24, 1879, and provided for the construction of a jetty from a point about 250 yards below Fossil Point on a line toward the east end of Coos Head, the structure to be of wood and stone, or stone, as should be found best. A total of $213,750 was expended on this project, and 1,760 feet of jetty were constructed. The project for increasing the depth across the bar to 20 feet was adopted by act of Congress approved September 19, 1890. The esti- mated cost was $2,466,412, and provided for the construction of a north jetty 9,600 feet long and a slightly converging south jetty 4,200 feet long. The expenditures on this project to the end of the fiscal year end- ing June 30, 1910, amounted to $721,720.76, of which $196,721.32 was for maintenance. In addition to this upward of $82,000 has been ex- pended on the inner harbor for a low-water depth of 12 feet to the town of Marshfield. The amount derived from sales, etc., is $355.04. The present project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 958, Sixtieth Congress, first session, and. provides for constructiig and operating a seagoing hydraulic dredge for deepening the chan- nel over the bar and for dredging the channels within the bay, with a view to securing a depth of 18 feet up to the town of Marshfield. The estimated cost was $500,000 and cost of maintenance $60,000 annually. The above-mentioned act appropriated $350,000 for con- structing the dredge and $50,000 to be applied to dredging in the inner bay. No work was done during the year on the above project. Dredg- ing was carried on during July, August, and part of September with available balance from former appropriations, and all expenditures were on account of caring for plant and maintenance of channel depths between the bar entrance and Marshfield. A total of 119,000 cubic yards of material was excavated over a dredged cut of approxi- mately 6,000 feet in length, leaving a channel 160 feet wide, with a least depth of 16 feet at low water. This dredging has increased the RIVER AND HAR3BOT IMPROVEMENTS. 933 depths over the shoals from a controlling depth of about 12 feet to one of 16 feet at low water. The project depth of 20 feet was obtained in 1894, when the north jetty had been extended to a length of 9,520 feet. The south jetty has therefore not been built, and the improvement has been made at a fraction of the estimated cost. It has resulted in a permanent chan- nel'of from 17 to 22 feet depth at mean low tide, close to and parallel with the north jetty. The variation of the water levels on account of the tide is about 4.8 feet. Ocean-going vessels ascend the bay to the town of Bay City, immediately above Marshfield and about 14 miles from the mouth, above which point there is about 50 miles of avail- able navigation for boats of light draft. The logging industry is very extensive, and is carried on throughout the whole year, large quantities of logs being floated from the headwaters to the mills along the bay. The principal products are coal, lumber, farm and dairy products, live stock, woolen goods, and salmon. The imports consist of farm and mill machinery and miscellaneous merchandise. The total ton- nage during the calendar year 1909 amounted to 281,008 short tons, valued at $7,968,610. The bay and ocean form the only means of transporting products to outside markets, and the improvement has the effect of increasing the carrying capacity of vessels using the channel,.with a consequent decrease in freight rates. The amount included in the estimate for the fiscal year 1912 is to be applied to maintenance of depths in the inner bay and in increas- ing the depths over the bar. This work may be considered as an extension of benefits. For reports of examinations and surveys reference is invited to the Annual Reports of the Chief of Engineers for 1879, page 1791, and 1890, page 2936. The present project is printed as House Docu- ment No. 958, Sixtieth Congress, second session. Comparative statement of trafic. Short Estimated Short Estimated Calendar year. tons. value. Calendar year. tons. value. 1900.................... 104,294............ 1905 ...................... 178,945 $3,901,906 1901......... ........... 97,500 ............. 1906.....................184,455 5,900,017 1902......................122,232.............. 1907....................... 167,562 6,400,000 1903........... 135,178 ............ 1908...................... 216,631 7,077,140 1904...................... 136,958 $3,557,984 1909....................... 281,008 7,968,610 July 1, 1909, balance unexpended------------------------------ $19, 715. 92 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------- ------ 400, 000.00 Received account sales----------------------------------------- 91. 00 419, 806. 92 June 30, 1910, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 19,173. 20 July 1, 1910, balance unexpended------------------------------400, 633. 72 July 1, 1910, outstanding liabilities------------------------------ 60. 00 July 1, 1910, balance available ---. ------....-- 400, 573. 72 934 REPORT OF THE CHIPE OF ENGINEERS, t. S. ARMY. Amount (estimated) required for completion of existing project___ a$100, 000.00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_--------- a 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 U U 2.) 3. Coos River, Oregon.--Coos River is the principal tributary of Coos Bay and empties into the bay at its head, opposite the town of Marshfield. At a point 5 miles from its mouth the river divides into two branches, known as the " North " and " South " forks, up each of which tidal influence extends for about 8- miles. Before improvement was commenced the small light-draft steamboats and launches plying between Marshfield and the head of tide on each fork experienced considerable difficulty in navigating on account of the many snags, bowlders, etc., in the stream. The original and existing plan of improvement, based on the sur- vey made in 1894 (Annual Report of the Chief of Engineers for 1895, pp. 3502-3505) proposed the removal of all snags and bowlders from a selected channel, 50 feet in width, in the main river and on both the North and South forks to the head of navigation. The estimated cost was $5,000, but in 1898 it was stated in the annual report that $3,000 additional would be required to complete the project, and in 1900 it was estimated that an appropriation of $1,500 every two years would be required for maintenance. The amount expended on the project to June 30, 1909, was $14,336.30, of which $6,336.30 has been applied to maintenance. No work was done during the fiscal year, as the channel was in fairly good condition and sufficient funds were not available to war- rant repairing and putting the plant into commission. The project may be considered as completed, and the work done has resulted in a safer and better channel for the small craft plying the stream. The maximum draft that can be carried at low tide over the upper reaches is about 1 feet. The range of tide is about 21 feet, so that boats drawing 4 feet navigate to the head of tide water on both the North and South forks, a distance of about 14 miles above the mouth. Logging from the extensive forests along the upper reaches of this stream is one of the main industries, and the logs are floated down to the booms in the lower reaches of the river and towed to the mills along the bay. The valley is very fertile, and the commerce is mostly farm and dairy products, logs, and lumber. The produce is carried in small steamers to Marshfield, where it is loaded in ocean steamers and taken to the San Francisco and Portland markets. This traffic amounted during the calendar year 1909, including supplies, machinery, etc., received, to 45,908 short tons, valued at $1,991,849. The maintenance of the improvement is a benefit to navigation, and is essential to the economical and safe operation of steamboats. No funds will be required for maintenance of the improvement during the fiscal year ending June 30, 1912. For reports on examinations and surveys reference is invited to the Annual Reports of the Chief of Engineers for 1893, page 3437, and 1895, page 3502. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 935 Comparative statement of trafic. Short Estimated Short Estimated Calendar year. tons. value. Calendar year. tons. value. 1900...................... a229,225 ............. 1905.................... 44,398 $1,179,974 1901.................... 62,402 ............. 190.................... 35,537 1,246,684 1902................... 46,000 .............. 1907......... ..... . 42,073 1,613,948 1903 ................... 28,109 .............. 1908.................... 36,697 1,679,161 1904................... 49, 907 $1, 033, 758 1909 .................... 45, 908 1,991,849 a Includes 170,400 tons of stone for the government jetty at the entrance to Coos Bay, Oregon. July 1, 1909, balance unexpended__________________________-- $1, 663. 70 Amount appropriated by river and harbor act approved June 25, 1910_ 3, 000. 00 July 1, 1910, balance unexpended__----------------__-------- - 4, 663. 70 (See Appendix U U 3.) 4. Mouth of Siuslaw River, Oregon.-The Siuslaw River empties into the Pacific Ocean at a point about 475 miles north of San Fran- cisco, Cal. It enters the sea through a shifting sand beach. The obstruction at the entrance is a shoal outer bar with deficient depth and a shifting channel through the bar, the latter, before the improve- ment, changing its position up and down the coast as much as 1 mile. The depth of water on the bar varied from 5 to 12 feet at low tide. On August 4, 1891, the Secretary of War approved a project for improvement which provided for the construction of two rubblestone high-tide jetties 7,500 feet and 5,600 feet long, respectively, on the north and south sides of the entrance. The estimated cost of the improvement was $700,000. By these jetties it was expected to keep the channel in a fixed position and to increase the depth to 8 feet at low tide in the bar channel. This project has been only partially carried out. Four thousand and ninety feet of the north jetty has been built, at a cost of $151,- 700.83 in original construction and $10,611.27 in maintenance, surveys, etc. Nothing has been done on the south jetty. The north jetty has had the effect of somewhat checking the tendency of the bar channel to shift its position as far to the north as frequently occurred before the jetty was built, but the expected depth at low tide in the bar channel has not been realized. Upon the recommendation of the Board of Engineers for Rivers and Harbors, Congress provided in the river and harbor act of March 3, 1905, that the unexpended balance be returned to the Treas- ury, except an amount sufficient for maintenance for two years. The plant used during construction was disposed of and the bal- ance remaining to the credit of the appropriation accordingly turned into the general fund of the Treasury and the work abandoned. By river and harbor act of June 25, 1910, Congress again adopted a project for improvement, which is printed as House Document No. 648, Sixty-first Congress, second session. The plan proposes the construction of two mean high tide rubblestone jetties, the north jetty to extend from a point near the end of the old jetty, westerly, on a curve of 4,000 feet radius along the edge of the north spit for a distance of about 3,700 feet, the south jetty to extend northwesterly on a curve of 2,350 feet radius across the south spit for a distance of about 4,200 feet, the two jetties being 750 feet apart at their extremities. Esti- mated cost, $426,000, with $5,000 annually during construction for maintenance and repairs. 936 REPORPT OF1THE C1HIEF OF ENGINEERS, U. S. ARMY. The act appropriated $50,000 and authorized contracts not exceed- ing $165,000, and provided that the Port of Siuslaw or other local agency shall furnish the sum of $215,500, either in funds or accom- plished work. The amount authorized is sufficient to complete the work. Work was started by the Port of Siuslaw during the year, and a contract was made for extending the south jetty as far as the available funds, amounting to $100,000, would permit. Preliminary work commenced in February, and by the close of the fiscal year approxi- mately 1,000 feet of tramway had been built and about 2,000 tons of rock emplaced. The work has not yet advanced sufficiently to cause any results in the way of increased depths or widths. The maximum draft that could be carried over the bar at mean low water when the last survey was made was about 7 feet. The average range of tide is about 5.2 feet, and vessels generally cross the bar at the time of high tide. Ves- sels which enter the bay can ascend 6 miles to a point a short distance above Florence with little difficulty. The head of navigation for light-draft boats is at the head of tidewater, about 15 miles above Florence. The commerce of Siuslaw is limited at present, the country being thinly settled and transportation facilities primitive. The river and ocean form the only means of transportation, and any increase in depths and permanency in location in the bar channel would be of great benefit in lessening the cost of marketing the products. There are tributary to the port extensive logging interests, besides salmon canning and dairy products, the sawmills having a combined daily capacity of 150,000 feet of lumber. The mills, however, are not oper- ated constantly, the freight rate to San Francisco being $2 higher than from Coquille River, and $1.15 higher than from Coos Bay, with but a slightly longer haul. The amount recommended for expenditure is to be applied to work under the approved project. Further information regarding the details of this improvement is given in the Annual Report for 1906, page 738. Comparative statement of trafic. alendaryear. Calendar year. Short Estimated Short Estimated tons. value. alendar year. tons. value. 1900 ................ ..... 18,675........... 1905.......... .......... 13,090 $259,165 1901................ 22,351........... 1906..................... 14,344 358,890 1902...................... 25,213........... 1907...................... 1903...................... 25,337 ......... 1908............... ...I Unknown. ........... 1904 ..................... 816 24, 584,146 1909..................... Amount appropriated by river and harbor act approved June 25, 1910__ $50,000 ______________ July 1, 1910, balance unexpended---------------------___ 50, 000 Amount (estimated) required for completion of existing project- __- a165, 500 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement___ .................................... a 50,000 Submitted in compliance with requirements of sundry civil act, of June 4, 1897. (See Appendix U U 4.) aExclusive of the balance unexpended July 1, 1910. AfVER AND IHARBOR tMPROVEMENTS 937 5. Tillamook Bay and bar, Oregon.-Tillamook Bay is an inden- tation of the Oregon coast, about 6 miles long and about 3 miles wide, and lies about 50 miles south of the entrance to the Columbia River. At low tide the bay inside the bar is a succession of sand and mud flats, separated by several channels, which shoal to a low-tide depth of about 1 or 2 feet. The bar at the entrance to the bay has a controlling channel depth, generally, of about 14 feet at mean low tide. Vessels drawing from 14 to 15 feet can reach Hobsonville, on the north channel, a short distance inside the entrance. Originally the controlling high-water depth between the ocean and the town of Tillamook, on Hoquarten Slough, 12 miles from the entrance, did not exceed 7 or 8 feet. The original project for the improvement was adopted by the river and harbor act of August 11, 1888, and provided for a survey of the entrance, and for the improvement of Dry Stocking bar and Hoquar- ten Slough, by the building of pile dikes, at an estimated cost of $5,200. The total amount expended on this project was $5,700. The existing project adopted by the act of July 13, 1892, provided for connecting the north and middle channels nearly opposite Bay City, putting in dikes at Junction and Dry Stocking bars, and con- templated a least depth of 9 feet at mean high tide from Hobsonville to Tillamook City. The estimated cost was $100,000. The amount expended on the existing project at the close of the fiscal year ending June 30, 1910, was $126,319.86, of which amount $53,846.49 was applied to maintenance. There was received from sales the sum of $20. Intermittent dredging operations have been carried on during the fiscal year. The dredge was operated from July 1 to September 11, for about ten days in December, and from early in April to the close of the year. Funds for this purpose were made available by allot- ment from the emergency act of March 3, 1909. These funds were exhausted the latter part of May, after which time all expenses were paid by the port of Tillamook commission. This work was made necessary owing to shoaling of the channel between Bay City and Tillamook by freshets during the winter and spring months. The work done has improved the conditions and resulted in keeping in operation the regular boats plying between Portland and Tillamook City. All of the work contemplated by the project has been completed, and, except as shoals are formed by each freshet, boats have experi- enced little difficulty in reaching Tillamook City at high tide on a draft of 9 feet. The average range of tide is 6.2 feet. The head of navigation for ocean-going vessels is at Tillamook City, about 12 miles from the entrance. Lumbering is one of the chief industries, and logging is exten- sively carried on, most of the tributaries of Tillamook Bay being utilized as a means of floating logs down to tide water. The commerce on Tillamook Bay consists of lumber and dairy products shipped to Portland and San Francisco, and general mer- chandise brought in by coasting vessels. During the calendar year this traffic amounted to 25,025 short tons, valued at $2,913,955. There is no railroad connection with Tillamook Bay, but con- struction has been started on a projected line beginning at Hillsboro, just west of Portland, and which is intended to connect the Southern 938 REPORT OF THE CHIEF O1 ENGINEERS, tU. S. ARMY. Pacific with a terminus on Tillamook Bay. It is expected that this road will be completed by January 1, 1911. An interurban road is also projected to connect Tillamook and Bay City with Portland. The amount required for expenditure is for maintenance by dredg- ing and snagging, and the work is necessary to make the improve- ment available for vessels drawing 9 feet at high tide. For reference to former reports on examinations and surveys of this locality, attention is invited to page 844 of Annual Report of the Chief of Engineers for 1909. A report of the Board of Engi- neers for Rivers and Harbors dated September 4, 1909, is printed as Rivers and Harbors Committtee Document No. 13, Sixty-first Con- gress, second session. Comparative statement of traffic. Short Estimated Short Estimated Calendar year. tons. value. alendar year tons. value. 1900.................... 17,640............. 1905 ................... 13,919 $696,760 1901.................... 21,147 ............ 1906................... 13,627 850,240 1902..................... 24,883 ............ 1907 ................... 22,917 1,246,710 1903......................16,862............... 1908.....................19,400 1,098,990 1904......................13,823 $658,489 1909..................... 25,025 2,913,955 July 1, 1909, balance unexpended__________________________ $4, 909. 66 Amount appropriated by river and harbor act approved June 25, 1910_ 5, 000. 00 April 20, 1910, amount allotted from emergency approp)riation, act of March 3, 1909 ----------------------------------------------- 1, 000. 00 May 4, 1910, amount allotted from emergency appropriation, act of March 3, 1909--------------------------------------- 500.00 11, 409. 66 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------------- --- 6, 209. 52 July 1, 1910, balance unexpended_____---------------- 5, 200. 14 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_________________________ 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 U U 5.) 6. Improving the various harbors on the coasts of Oregon and Washington by the construction and equipment of a dredging plant for use there.on.-The river and harbor act of March 2, 1907, appro- priated $100,000 for the construction of this dredging plant, and a contract was entered into under date of January 24, 1908, for the construction of an 18-inch hydraulic dredge in accordance with plans and specifications. The contract price was $79,340, not including equipment. The total cost of the dredge was finally increased by the purchase of equipment and extra parts to the full $100,000 appro- priated. The dredge hull is 120 feet long, 36 feet wide, and 11 feet deep. The dredge was finished and turned over to the United States September 10, 1908, and named Oregon. The total amount expended to the close of the fiscal year 1910 was $100,000. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 939 There being no funds available for dredging purposes when the dredge was completed, she was operated with funds provided by the commercial interests of Coos Bay, in deepening the channel between the bar entrance and the town of Marshfield. The act of March 3, 1909, authorized the expenditure of available funds from former appropriations for improving Coos Bay for restoring this same chan- nel, and from May 1 until September, 1909, the expenses were paid from the remaining balance, after which she was transferred to the Seattle district for work on Grays Harbor, Washington. July 1, 1909, balance unexpended------------------------------- $1,497. 42 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------------ 1, 497.42 (See Appendix U U 6.) . 7. Snake River, Oregon, Washington, and Idaho.-The portion of the river under improvement extends from its junction with the Columbia to Pittsburg Landing, a distance of about 216 miles. The upper portion runs through a mountainous country and is much ob- structed by gravel shoals, ledges of bed rock, bowlders, and numerous rapids. The country through which the river passes, between Riparia and its mouth, is more open, but navigation is difficult, owing to the swift current and numerous rapids. Some of the channels through the rapids are narrow and crooked, and before improvement were practically impassable at low water, owing to the rocky ledges, gravel shoals, and bowlders. The Snake and Columbia rivers, in early days, formed the natural highway for the traffic between the inland empire and the Pacific coast, and navigation on the Snake River, notwith- standing the difficulties, continued until the completion of the railroad to Riparia in 1882, after which boats abandoned the river below that point. A detailed description of the river prior to and during the early years of improvement will be found in the Annual Report of the Chief of Engineers for 1880, page 2293, and 1891, page 3212. In 1877 a project was approved for removing reefs and bowlders and for scraping gravel bars in the Columbia and Snake rivers be- tween Celilo, Oreg., and Lewiston, Idaho, a distance of 263 miles, at an estimated cost of $132,000. Since 1882 operations on the Snake River have been confined to the stretch above Riparia. In 1892 the project was extended to include the improvement of the 7 miles of river between Lewiston, Idaho, and Asotin, Wash., and the act of June 13, 1902, further provided for extending the improvement to Pittsburg Landing. The project now provides for completing and maintaining the improvement between Lewiston and Ripari a, with a view to obtaining a low-water depth of 5 feet, by means of blasting, dredging, raking, and by contraction works, and foir general improve- ment up to Pittsburg Landing. The work between Riparia and Pittsburg Landing is based on surveys made in 1900, 1902, and 1906, betweeri Riparia and Lewiston, between Lewiston and Imnaha River, and between Imnaha River and Pittsburg Landing, at an estimated cost of $23,000, $33,690, and $15,000, respectively. In 1907 the Washington state legislature appropriated $100,000 for expenditure between Riparia and the mouth, but of this sum only $85,000 was used, the final requisition for $15,000 not being honored by the state auditor for the reason that it had lapsed on April 30, 940 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1909, prior to the requisition. This appropriation was made as the re- sult of a general disposition to revive navigation below Riparia and utilize the State Portage road, which was built in 1905, around the obstructions in the Columbia between Celilo and Big Eddy. The project for this portion of the river, which was formulated for the especial purpose of expending the above-mentioned appropriation, is based on the survey made in 1897, and is a continuation of general open river work. The amount expended on the original and modified projects to the close of the fiscal year was $273,922.14 under the national ap- propriation and $85,000 under appropriation made by the State of Washington. There has been received from miscellaneous sources, on account of sales, $825.70. Operations during the fiscal year consisted in blasting out submerged reefs and rocks and in scraping bars, removing bowlders, etc. This work was carried on during the working season with the two steam- boats belonging to the United States, and two drill scows previously constructed with state funds, the steamer Umatilla and one drill scow working only during such time as they could be spared from work on the Columbia River. A total of 1,125 cubic yards of rock was removed from obstructing reefs, and the most troublesome shoals improved by scraping with channel rake. Work was carried on during the fall and winter until stopped by cold weather, when operations were suspended, and no work is in progress at the close of the year on account of high water. The river and harbor act of June 25, 1910, appropriated $25,000 for work between the mouth and Pittsburg Landing in accordance with present project and the report printed in House Document No. 411, Fifty-fifth Congress, second session, and it is proposed to ex- pend these funds in open channel work as heretofore. The work done has resulted in providing a low water channel be- tween Riparia and Lewiston of about 40 inches, in greatly improving the conditions above the latter point, and in making a safer and more navigable channel below Riparia for all except extreme low stages. The Snake River is in freshet during the summer months from melting snow in the mountains, and during these freshets the vari- ation of the water levels is usually about 20 feet. The head of navi- gation, during proper stages, is at Pittsburg Landing, about 216 miles above the mouth, but only intermittent trips are made to that point, regular traffic being carried on only as far up as Lewiston. There is no logging or rafting on the Snake River, but logs are floated down the Clearwater River to the mills near Lewiston. The Open River Transportation Company, a corporation organized for the purpose of navigating the river, is now operating a line of boats between Portland, Oreg., and Big Eddy, and have two power- ful, light-draft boats, the Inland Empire and Twin Cities for use on the upper river. These latter boats run between Lewiston and Celilo, and exchange cargoes with the lower river boats by means of the State Portage road between Celilo and Big Eddy. The Oregon Railroad and Navigation Company has operated its two steamboats, the Lewiston and Spokane, during favorable stages between Riparia and Asotin, calling at points on the opposite bank from the railroad. RIVER AND HARBOR IMPROVEMENTS. 941 The Spokane, Portland and Seattle Railway Company has com- pleted its line from the mouth of Snake River to Riparia during the fiscal year. This line is on the north bank of the river, and has traffic arrangements with the line between Riparia and Lewiston. The Open River Transportation Company has made a reduction of about 14 per cent in freight rates in the past fiscal year, which educ- tion has been met by rail lines. The commerce transported on the Snake River during the fiscal year amounted to 35,245 short tons, and consisted principally of farm and mill machinery, grain, fruit, and general merchandise, valued at approximately $1,026,036. The amount required for expenditure for the next fiscal year will be applied to the removal of obstructions, for maintenance and im- provement, and the proposed work is essential in order to make the improvement available. For reference to former reports on examinafions and surveys, at- tention is invited to page 847, Report of the Chief of Engineers for 1909. Comparative statement of traffic carried on Snake River. Calendar year. Short tons. Estimated value. Calendar year.. Short tons. Estimated value. 1900........ ............. 35,920 .............. 1905................. 28,380 $1,191,960 1901..... ............... 36,723 ............. 1906...................... 71,556 2,671,882 1902 .. ................. 37,824 ........... 1907...................... 39,228 .......... 1903 ...................... 44,379 ........... 1908.............. ... 46,325 .. 1904..................... 43,547 $1,789,677 1909...................... 35,245 1,026,036 FEDERAL APPROPRIATION. July 1, 1909, balance unexpended_____------------------------------- $5, 366. 12 Amount appropriated by river and harbor act approved June 25, 1910----------- --------------------- .-------- 25, 000. 00 October 7, 1909, amount allotted from emergency appropriation, act of March 3, 1909-------------------------------------------- 10, 000. 00 40, 366.12 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------- 11, 918. 15 July 1, 1910, balance unexpended--- 28, 447.97 July 1, 1910, outstanding liabilities 640. 00 July 1, 1910, balance available---------------------------------27, 807. 97 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance----------- a15, 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. STATE APPROPRIATION. July 1, 1909, balance unexpended------------------------------ $25, 835. 94 Reverted to Washington state treasury--------------------------- 15, 000. 00 10, 835. 94 June 30, 1910, amount expended during fiscal year, for works of improvement------- ------------------------------ 10, 835. 94 (See Appendix U U 7.) a Exclusive of the balance unexpended July 1, 1910. 942 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Columbia River and tributaries above Celilo Falls to the mouth of the Snake River, Oregon and Washington.-This stretch of river is 124 miles long and can be navigated at favorable stages. It abounds in rapids and shoals which are obstructed by projecting ledges, iso- lated bowlders, etc. Before the days of railroads the Columbia River formed the main highway for commerce between the inland empire and tide water, but navigation was always more or less dangerous, and was practically suspended in 1882 on account of the construction of a line of railroad by the Oregon Railroad and Navigation Com- pany, which practically paralleled the south bank and reached as far as Riparia on the Snake River, about 72 miles below Lewiston. The first project was adopted by act of June 10, 1872, and in 1877 was modified to include the improvement of the SnakeRiver. This project provided for the improvement of the most troublesome rapids by the removal of obstructing reefs and bowlders, and in this work approximately $120,000 was expended up to the time of the suspen- sion of navigation in 1882. The existing project is based on the survey authorized by act of March 3, 1905, and was adopted by act of March 2, 1907. It proposes to facilitate navigation by the removal of obstructing bowlders and ledges, and raking the gravel shoals in order to make safe and avail- able the channel that now exists. In 1907 the State legislature of Washington appropriated the sum of $25,000 for expenditure in the vicinity of Umatilla Rapids, in order to expedite the work under the general project. The amount expended on the present project to the end of the fiscal year under the national appropriation was $104,631.08, and under the appropriation by the State of Washington $25,000. This work is carried on in close connection with that on the Snake River, and the steamer Umatilla and drill scow No. 1, worked on that river until October 1, returning to this stretch and continuing oper- ations until stopped by high water in March, since which time no work has been in progress. Drill scow No. 1 worked at upper and lower Umatilla Rapids, while operations of the steamer Umatilla were confined principally to Homly Rapids and Devils Bend. A total of 656 cubic yards of rock were removed, 276 drags made with channel rake, and some blasted rock placed in temporary dam at Homly Rapids. The work accomplished has resulted in improving the channel through some of the most troublesome shoals, mainly Umatilla and Homly Rapids, and has lessened to a considerable extent the dangers that previously existed. During the summer months the river is in freshet, and the extreme variation of the water surfaces at that time is about 34 feet above low water. The head of low-water navigation for boats using this portion of the stream is at Asotin, on the Snake River, 269 miles above Celilo, and approximately 473 miles from the sea. On higher stages boats ascend the Snake River as far as Pitts- burg Landing, a farther distance of about 70 miles. There is no logging on this stretch of river. During the past year the Open River Transportation Company has operated its two light-draft steamboats, the Inland Empire and Twin Cities. The boats were laid up for a short time during the ex- treme low water and during the cold weather in winter. With a change of management the boats resumed operations in the spring, RIVER AND HARBOR IMPROVEMENTS. 943 running between Celilo, on the Columbia River, and Lewiston, on the Snake River, with a branch service between Kennewick and Priest Rapids, on the Columbia River. The Open River Transportation Company claims to have made a reduction of 14 per cent on freight rates during the past year under the rates charged the previous year. The railroads have made similar reduction in their rates to points on the river. These boats report handling 8,421 short tons of general merchandise, farm products, etc., during the calendar -year 1909, valued at $535,840. The amount required for expenditure is to be applied to prosecu- tion of work under the approved project, and is an extension of benefits resulting from removal of obstructing rocks and shoals. The whole amount should therefore be made available. A description of the early conditions will be found on page 1036, Report of the Chief of Engineers for 1877, and the report of ex- amination and survey for present .project is printed as House Docu- ment No. 440, Fifty-ninth Congress, second session. Comparative statement of traffic carried on Columbia River, above Celilo, to mouth of Snake River. Calendar year. Short Estimated tons. value. 1907............................. ......................... 7,776............ 1908......................................................1,349........ 1909................................................................................ 8,421 $535,840 July 1, 1909, balance unexpended ----------- $36, 346. 49 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------ 90, 000. 00 126, 346. 49 June 30, 1910, amount expended during fiscal year, for works of improvement ___________ improvemen--------------------------------------------- 20, 977. 57 2097.5 July 1, 1910, balance unexpended-- 105, 368. 92 July 1, 1910, outstanding liabilities___ 950. 00 July 1, 1910, balance available__ 104, 418. 92 Amount (estimated) required for completion of existing project_ a190, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement ----------------------------- a 25, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix U U 8.) 9. Columbia River between the foot of The Dalles Rapids and the head of Celilo Falls, Oregon and 1Vashington.-The object of this improvement is to overcome the obstructions in the 12 miles between the foot of Threemile Rapids and the head of Celilo Falls. There are four principal obstructions: Threemile Rapids, a crooked channel 1,500 feet in length, narrow and obstructed by rocks and currents; Fivemile Rapids (The Dalles) where for 1 miles the river rushes with great velocity between precipitous walls of basalt 150 to 300 a Exclusive of the balance unexpended July 1, 1910. 944 REPORT OF THE CHIEF OF ENGINEERS, U.. S. ARMY. feet apart; Tenmile Rapids, a similar gorge, but only one-half mile in length; Celilo Falls, with a sheer fall of 20 feet. The total fall is about 81 feet at low water and 60 feet at high stages. It can not be navigated at any stage. The first project was adopted by act of August 18, 1894, and con- templated the construction of a boat railway capable of transporting boats of 600 tons. One hundred thousand dollars was appropriated for purchasing the right of way and beginning construction. The act of June 3, 1896, made an additional appropriation of $150,000. A preliminary examination and survey was authorized by act of June 6, 1900, with a view to the construction of a canal and locks. The report submitted under this act is printed in the Annual Report of the Chief of Engineers for 1901, Part 5, page 3502, and proposes the construction of a short canal and locks around The Dalles, or Fivemile Rapids, and another around the falls at Celilo, with inter- mediate river improvement , at an estimated cost of $3,969,371. The amount expended on previous projects prior to the adoption of the present project was $27,112.83. The existing project, as adopted by Congress in the act approved March 3, 1905, provides for a continuous canal on the Oregon shore, between the pool above Celilo and the pool below Fivemile Rapids, with open-river improvement at Threemile Rapids. As subsequently modified in minor details, the canal will have a depth of 8 feet, width of 65 feet at the bottom, and length of 8 miles, with 5 locks 300 feet by 45 feet by 7 feet over miter sills, two of which will be located at the lower end of the canal, one at Fivemile Rapids, one at Tenmile Rapids, and one at Celilo Falls. As modified, the estimated cost will be $4,845,000. The amount expended on the present project to the end of the fiscal year was $916,861.49, of which $31,279.81 was applied to survey- ing, preparing plans, etc., before its adoption. There has been re- ceived on account of the sale of blueprints the total sum of $65.83. Under contract let in 1904 and completed in March, 1908, there were removed 50,970 cubic yards of rock from the rocky ledges in the vicinity of Threemile Rapids, in order to give a channel at least 10 feet deep at low water and from 200 to 250 feet wide. Investigation made in 1908, based on complaints of steamboat men, developed the fact that further open-river work was needed in the vicinity of Threemile Rapids, and a formal contract was authorized. This contract was made under date of October 14, 1909, and some work was done during the winter and spring months, a total of 1,839 cubic yards of rock being removed. The total expenditure on the project at this point has been approximately $124,000, and it is esti- mated that work amounting to $38,400 additional will be required to give satisfactory navigation conditions. Work has also been prosecuted under the two contracts in force for canal construction at the upper end, one with Messrs. Smyth & Jones for about 2,500 feet of the canal, and one with Messrs. Caugh- ren, Winters, Smith & Co. for about 14,000 feet. 'Work under former contract was completed, and good progress was made on the latter, which is now about 70 per cent completed. At the close of the fiscal year no active operations were in progress, work having been stopped by high water about the middle of April. RIVER AND HARBOR IMPROVEMENTS. 945 The river and harbor act of June 25, 1910, appropriated $600,000 for continuing the work of canal construction, with a view to com- pletion within a period of six years, and it is proposed to expend these funds by hired labor and purchase of materials. At the close of the fiscal year preliminary work to this end had been started. With the completion of the contracts now in force, it might be stated that the project is about 20 per cent completed, but no advan- tages have been derived from the expenditures, except the benefit fur- nished by the improvement at Threemile Rapids. The variation of the water surfaces from extreme low water and extreme high water is from 32 to 90 feet at different points. Boats are now operating between Portland and Big Eddy, and between Celilo and Lewiston, 265 miles above Celilo on the Snake River, the cargoes being trans- ported around the obstructions between Big Eddy and Celilo by the State Portage Railroad, thus furnishing water competition to all intermediate points on the river. The Open River Transportation Company operated two boats dur- ing favorable stages between Celilo and upriver points, and between Celilo and the mouth of the Snake River they report handling during the calendar year 1909, 8,421 short tons of merchandise, farm prod- ucts, and machinery, valued at approximately $535,840. The influence of this water transportation has resulted in the re- duction of freight rates between competitive railroad points up to Celilo, and as the steamboat service on the upper river is increased a still further reduction is anticipated. The benefits to be derived from the improvement when completed, the country which will be affected, and the probable resources to be developed are all described in House Document No. 228, Fifty-sixth Congress, second session. The irri- gation projects now under way and contemplated should, within a few years, increase the farm products and the resultant traffic to very large quantities. The Oregon Trunk Railway has secured permission to build a bridge over the Columbia River below Celilo to connect the North Bank road (of the Hill system) with its new road, now under construction up the Des Chutes River, into central and southern Oregon. The amount required for expenditure is to be applied to continuing the work of canal construction by hired labor and purchase of ma- terials under existing regulations. No benefits can be derived from such work until the canal is completed and opened to navigation. For reference to examinations and surveys of this locality attention is invited to page 852, Report of the Chief of Engineers for 1909. Comparative statement of trafic handled by Oregon State Portage Railway between Big Eddy and Celilo, Oreg. Short Estimated Short Estimated Calendar year. tons. value. calendar year. tons. value. 1905........................ 3, 058 $185,800 1908.................. ... 4,056 207,685 1906......................... 5, 414 227,900 1909..................... 25, 482 1,023,165 1907...... ................ 4,600 185,000 56932 0-ENG 1910-----60 946 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended-- ------------------------ $580, 571.05 Amount appropriated by river and harbor act approved June 25, 1910 -------------- ---------------------------------- 600, 000. 00 Received account sales, etc---------------------------- ---- - 26. 75 1, 180, 597. 80 June 30, 1910, amount expended during fiscal year for works of improvement less $1.15 refundment of overpayment---------- 274, 506. 29 July 1, 1910, balance unexpended__--- --------------------- 906, 091. 51 July 1, 1910, outstanding liabilities-------------------------- 38, 450. 00 July 1, 1910, balance available___________-______--__-_____ 867, 641. 51 July 1, 1910, amount covered by uncompleted contracts---------- 153, 609. 00 Amount (estimated) required for completion of existing project_ a 3, 108, 392. 64 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__--------------_______ a 600, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix U U 9.) 10. Canal at the Cascades, Columbia River, Oregon.-This im- provement embraces about 42 miles of the Columbia River where it passes through the Cascade Mountain Range, and is contracted into a narrow gorge with steep slopes and swift current. A fall of 24 feet at low water in the upper 2,500 feet of the gorge creates a turbulent rapid which effectually bars upstream navigation and renders down- stream navigation unsafe. The lower 4 miles of the gorge is swift, and before improvement was unsafe by reason of the obstructing ledges and bowlders. The original project was for a canal and locks around the falls. It was adopted in 1877 and modified in 1886 and 1888, and included the improvement of the rapids below the falls to secure a low-water channel of 8 feet. The locks were to be about 462 feet long and 92 feet wide, with a low-water depth of 8 feet over the miter sills. The existing project is a modification of the original project, and is based on report of the Board of Engineers, printed in the Annual Report of the Chief of Engineers for 1895, page 3571. It provided for utilizing the upper 426 feet of the uncompleted canal above the lock gates as a second lock, and also in raising the protection work of the canal walls as a safeguard against flood water. The estimated cost of the original project was $2,544,545, and the later modification $413,360. The amount expended on the original and modified projects to the close of the last fiscal year was $3,820,325.63. There has been received on account of sales the total sum of $11,629.48. No work was done during the fiscal year except to care for the plant and buildings, as sufficient funds for construction work were not available. The canal and locks were completed and opened to navigation in 1895. There yet remains the building of the land wall of the upper lock, construction of three sets of steps, and completing the paving a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 947 and grading on the land side of the canal. About 8 feet can be car- ried at low water through the locks. An annual rise in the Columbia River takes place in May, June, or July, and usually reaches a stage of 40 feet above low water. The head of navigation for boats pass- ing the locks is Big Eddy, about 4 miles above The Dalles. No logs are rafted through the canal, but logging is carried on extensively between Cascade Locks and The Dalles. Comparative statement of traffic. Fiscal year ending Short Estimated Passen- Fiscal year ending Short Estimated Passen- June 30- tons. value. gers. June 30- tons. value. gers. 1901............... 22,426 ............ 34, 762 1906...... ..... 46,884 $2,813,040 133, 070 1902 .............. 19, 710 ............ 52, 720 1907............. 53,770 3,226,200 89,239 1903................. 36,181 .......... 50,821 1908. -... .. ... 54, 954 3,297, 240 86, 615 1904.................31,967 ........... 76, 971 1909. . .... ..... 34,168 2, 050, 000 70, 482 1905 ............. 35,166 $2, 286, 125 64,403 1910................ 32, 794 1,927, 352 93, 369 The commerce through the locks consists of wheat, flour, miscel- laneous grain, cattle, horses, wool, country produce, farm and mill machinery, and general merchandise. This commerce amounted dur- ing the fiscal year to 32,794 short tons, valued at $1,927,352. This improvement is a factor in regulating freight rates to all points reached by steamers using the canal and locks. The additional work required to complete the project is not neces- sary to make the improvement available, but is essential in order to decrease the volumetric capacity of the upper lock, thus shortening the time of lockage, and to eliminate the danger of the water from the upper lock cutting its way around the cut-off wall extending into the bank at the middle gate. For reference to reports of examinations and surveys see page 675 of Report of the Chief of Engineers for 1905. July 1, 1909, balance unexpended_____________________________ $753. 85 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------------------- -- 5, 000. 00 5, 753. 85 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------------------------------- 450. 00 July 1, 1910, balance unexpended_-------------------------------- 5, 303. 85 July 1, 1910, outstanding liabilities_____________________------------------------------ 30.00 July 1, 1910, balance available---------------------------------- 5, 273. 85 Amount (estimated) required for completion of existing project___ a 194, 260. 00 (See Appendix U U 10.) 11. Operating and care of Canals and Locks at the Cascades of the Columbia River, Oregon.-The canal and locks around the obstruc- tions in the Columbia River at Cascadia, Oreg., were so far com- pleted that they were opened to navigation on November 5, 1896, since which time appropriations have been made under the general work of improvement for further completing the walls and slope, a Exclusive of the balance unexpended July 1, 1910. 948 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pavement, grading, etc. A general description of the location, dimen- sions, etc., is given in the preceding report. Since the opening of the locks more or less dredging has been required, especially at the upper entrance, where an accumulation of sand and silt made navigation difficult at the lower stages of the river. Dredging operations, with plant belonging to the United States, were carried on during September, October, and November. Five days were consumed cleaning out the lower entrance and the bal- ance of the time was devoted to the upper entrance. A total of 24,778 cubic yards of material were removed and dumped in deep water, and the work resulted in the removal of practically all de- posits from the upper entrance. Besides this dredging, the accumu- lated deposits on top of the walls of the lower entrance, submerged at high stages, were removed by hand. The middle and upper guard gates were cleaned and painted. There was expended during the fiscal year the sum of $14,379.39, which was applied to dredging, cleaning and painting of the gates, general operating expenses, repairs, etc. The total amount expended from the indefinite appropriation, on account of operating, maintenance, repairs, etc., to the close of the fiscal year was $128,980.10. The commerce through the locks during the fiscal year amounted to 32,794 short tons, valued at approximately $1,927,352. This com- merce consisted principally of wheat, flour, miscellaneous grain, cat- tle, horses, wool, country produce, general merchandise, etc., a detailed statement of which is given in the district officer's report. (See Appendix U U 11.) 12. Columbia River between Vancouver, Wash., and the mouth of Willamette River.-The city of Vancouver, Wash., is on the north bank of the Columbia River, about 103 miles above its mouth and 5 miles above the junction of the Willamette and Columbia rivers. Originally vessels drawing about 23 feet could ascend the Columbia River to within about 21 miles of the city, where there was a bar over which there was only about 9 feet at low water. This bar resulted partly from an excess of width in the main river and partly from a diversion of a portion of the waters to the south side of Hayden Island. The original project, adopted by the act of July 13, 1892, provided for constructing a pile, brush, and rubblestone dike about 3,000 feet in length from the Oregon shore to the head of Hayden Island, opposite Vancouver, in order to stop the flow south of the island during low-water stages, deflect it down the main channel, and scour out the troublesome shoals. This project contemplated a depth of 20 feet or more, but this depth was not realized after the completion of the dike. The completion of the dike at the head of Hayden Island and revetting the bank to prevent erosion caused considerable scouring on the shoals below Vancouver, foot. 'but only increased the depth about 1 The existing project, adopted by the river and harbor act of March 3, 1905, is based on the report of the district officer dated July RIVER AND HARBOR IMPROVEMENTS. 949 22, 1902, approved by the Board of Engineers for Rivers and Har- bors, and provided for the maintenance of a channel 20 feet deep at low water and 150 feet wide by dredging. The estimate was $60,000 for original work and $10,000 yearly for maintenance of the channel and dike at the head of Hayden Island. The total amount expended on the original and modified projects to June 30, 1910, was $155,846.61, of which the sum of $58,314.45 was applied to maintenance. Under the modified project the channel was dredged to the projected depth and width in 1905, and was redredged in the fall of 1906. The only work in progress during the fiscal year was dredging a channel across the shoals below Vancouver during October and November. The channel crossing over from Hayden Island showed some improvement and requiied less dredging than the channel abreast of the island. This was, therefore, considered the best route, requiring a cut of only about 3,800 feet in length. A total of 75,000 cubic yards of material was removed, forming a channel 125 feet wide with a depth of 16 feet at low water. The work accomplished afforded all the relief needed during the year. The variation of the water surface at Vancouver, due to tidal influence, is about eight-tenths of a foot at low-water. The annual summer freshet, due to melting snow in the mountains, rises to a height of about 20 feet above low water. Steamboats drawing 8 feet can navigate the river as far as The Dalles, about 210 miles from its mouth, by passing through the locks at the Cascades. The deep-sea tonnage is principally lumber, but during the calen- dar year 1909 no shipments were made from Vancouver. The Spokane, Portland and Seattle Railway Company has ex- tended its line along the north bank of the Columbia and Snake rivers to Riparia, Wash., and maintain regular freight and passen- ger service, connecting at Kennewick with the Northern Pacific Railway. The amount recommended for expenditure will be applied to the maintenance of the dike at the head of Hayden Island. For reference to reports on examinations and surveys of this locality, see page 855, Report of the Chief of Engineers for 1909. July 1, 1909, balance unexpended_____________________________ $14, 681. 40 Amount appropriated by river and harbor act approved June 25, 1910_ 10, 000. 00 24, 681. 40 June 30, 1910, amount expended during fiscal year, for maintenance of improvement-- ---------------------------------------- 12, 528. 01 July 1, 1910, balance unexpended__-------------------------_ 12, 153. 39 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _________-______________ a 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 U U 12.) a Exclusive of the balance unexpended July 1, 1910, 950 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 and survey of Coquille River, Oregon, from the mouth, including the bar thereof, up to Myrtle Point.- Reports dated June 14, 1909, and January 8, 1910, respectively, are printed in House Document No. 673, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $50,000, which includes $27,840 heretofore recommended, is presented. The portion of the river between Myrtle Point and the mouth of North Fork, a distance of 1 mile, is not considered worthy of improvement. 2. Preliminary examination of Yaquina River, Oregon, from Yaquina to Elk City.-Report dated July 31, 1909, is printed in House Document No. 351, Sixty-first Congress, second session. This locality is not now considered worthy of improvement by the Gen- eral Government. 3. Preliminary examination of Wood River, Oregon, from Kla- math Lake to the head of navigation.-Report dated November 3, 1909, is printed in House Document No. 477, Sixty-first Congress, second session. This locality is not considered worthy of improve- ment by the General Government. 4. Preliminaryexamination and survey of Siuslaw River, Oregon, at the mouth.--Reports dated July 23, 1909, and January 7, 1910, respectively, are printed in House Document No. 648, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $426,000, with $5,000 annually during construction for main- tenance and repairs, is presented, on condition that local interests cooperate in the improvement. 5. Preliminary examination of Columbia River in front of the town of Hood River, Oreg.-Report dated November 2, 1909, is printed in House Document No. 694, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government at this time. 6. Preliminary examination of Umpqua River bar, Oregon.-Re- port dated January 31, 1910, is printed in House Document No. 811, Sixty-first Congress, second session. This locality is not considered worthy of improvement by the General Government. The local officer was also charged with the duty of making pre- liminary examinations and surveys provided for in the river and har- bor act of March 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. ClearwaterRiver, Idaho. 2. Columbia River, Vancouver to mouth of Willamette. RIVER AND HARBOR IMPROVEENTS. 951 IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND PORT- LAND, OREGON, DISTRICT. This district was in the charge of Maj. J. F. McIndoe, Corps of Engineers, to September 3, 1909, from December 21, 1909, to April 4, 1910, and since June 8, 1910, having under his immediate orders Capt. Arthur Williams, Corps of Engineers; in the temporary charge of Maj. J. B. Cavanaugh, Corps of Engineers, from September 3 to November 10, 1909, having under his immediate orders Capt. Arthur Williams; in the temporary charge of Capt. Arthur Williams, Corps of Engineers, from November 10 to December 21, 1909, and in the temporary charge of Maj. Jay J. Morrow, Corps of Engineers, from April 4 to June 8, 1910, having under his immediate orders Capt. Arthur Williams. Division Engineer, Lieut. Col. John Biddle, Corps of Engineers. 1. Willamette River above Portland,and Yamhill River, Oregon.- The Willamette River rises in the Cascade Range, flows northerly, and generally parallel to the coast line, and empties into the Columbia about 12 miles below Portland and 100 miles from the sea. The Yamhill River is a tributary which has its source in the Coast Range, flows in a northeasterly direction, and enters the Willamette 40 miles above its mouth. Prior to improvement both streams were obstructed by drift, snags, rock ledges and rapids, and gravel shoals, which prevented navigation during low-water stages. In early days the river formed the only means of transportation, and carried large quantities of grain and farm products to the Portland market, notwithstanding the difficulties of navigation. Reference is invited to Annual Reports of the Chief of Engineers for 1876, page 654, and 1880, page 2280, for a description of the Willamette River before improvement. The original project was adopted in 1870, the first appropriation being made by the act of March 3, 1871. This project was modified in 1878 and 1896, and provided for improvement by the removal of snags and other obstructions, and the deepening of gravel shoals by scraping and by contraction works. The modification of 1896 also provided for the construction of a lock and dam in the Yamhill River below Lafayette, at an estimated cost of $69,000. The total amount expended on the work prior to adoption of the present project was $247,747.51. The present revised plan or project (see Annual Report of the Chief of Engineers for 1904, p. 3529) provides for improvement below Corvallis, with a view to obtaining, mainly by dredging, auxiliary dam and revetment work, and by snagging, a low-water depth of 21 to 32 feet from Corvallis to Oswego, and a low-water depth of 12 feet thence to Portland. The plan allows snagging above Corvallis to Harrisburg, but above the latter point the channel is to be left as not worthy of further improvement. The estimated cost of carrying on the work was given as $213,500. The amount expended on the existing project to the close of the last fiscal year was $418,475.10, which includes $3,000 expended on the Long Tom River and $215,858.42 for maintenance. The total amount derived from sales, etc., is $519.11. 952 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work is carried on by the use of government plant consisting of one combined dredge and snag boat, one dipper dredge, and one pile driver. During the fiscal year snagging, dredging, and the work of repairing existing works of protection was carried on from July 1, 1909, to October 10, 1909. Various shoals and bars were dredged between Independence and the Clackamas Rapids, and the dam and revetment at Wheatland were repaired. A total of 61,145 cubic yards of material and 203 snags were removed from the channel; 122 piles, 287 cords of brush, and 312 cubic yards of rock were placed in the Wheatland revetment. Under an allotment of $5,000, made March 9, 1910, from the emer- gency fund provided in section 2 of the river and harbor act of March 3, 1909, repairs to the revetment at Independence were carried on from March 26 to the end of the fiscal year. A total of 2,347 square yards of the revetment was relaid and 378 piles were driven along the toe of the revetment. During the past year there has been some erosion of the banks of the river at Albany, Independence, Salem, and Wheatland, not, how- ever, of a nature to injuriously affect the channel. The bars in the vicinity of Wheatland have recently built up to the extent of causing the two regular steamboats of the Oregon City Transportation Com- pany to cease running on June 9, 1910. The maximum draft that could be carried over the shoalest bars on June 30, 1910, was 1 foot. The river stage has been favorable for dredging since the middle of April last, but owing to insufficient funds the dredge has not been placed in commission. The winter freshets vary from 20 to 30 feet in height. The work done on the Willamette River has greatly improved the conditions, and, with annual maintenance, will furnish a navigable chanel at medium stages to Corvallis, 119 miles above Portland; and during low water to Independence, 83 miles above Portland; and to Dayton, on the Yamhill River, 5 miles above its mouth. The head of navigation on the Willamette River is Harrisburg, 152 miles above Portland, but boats reach the latter point only on the higher stages. The work done on the Yamhill River has been the completion of the lock and dam near Lafayette, about 8 miles above the mouth, under project of 1896, and clearing the channel of obstructions. The head of navigation on.the Yamhill River is McMinnville, 18 miles from the mouth, but boats seldom go above Dayton. The forests adjacent to the Willamette Valley produce large quan- tities of logs, and most all of the tributaries are used for logging purposes. The Willamette is navigable for rafting 184 miles, and for floating loose logs, 209 miles above it mouth. The following tribu- taries are navigable for floating loose logs for the distances stated: McKenzie River, 35 miles; Luckiamute River, 40 miles; Santiam River, 45 miles; and Yamhill River, 50 miles. An annual log drive takes place each spring between the upper river points and Newberg. The commerce consists of lumber, grain, hay, hops, potatoes, fruit, and garden truck. This commerce, Cncluding general merchandise and supplies received and logs , towed, amounted during the calendar year 1909 to 519,250 short tons, valued at $9,295,384. The falls of the Willamette at Oregon City, 12 miles above Port- land, and around which a canal and locks were constructed in early days by private capital, furnishes a very large water power. This RIVER AND HARBOR IMPROVEMENTS. 953 water power and the locks are controlled by the Portland Railway, Light and Power Company, and a charge of 50 cents per ton is made for all traffic which passes through the locks. During the calendar year this traffic amounted to 21,147 short tons, not including large quantities of logs and timber. The falls furnish power for the main generating plant of the above company, also for large woolen, lumber, and paper mills. The lands of the Willamette Valley are very rich and productive, and the products are annually increasing. The river furnishes an easy means of transportation, and carries a large proportion of these commodities. The Southern Pacific Railway parallels the river on each side, and the Oregon Electric Company is now operating an electric line between Portland and Salem. Although the locks in the Yamhill River are little used, these locks, together with the water transportation furnished by the Willamette, are instrumental in reducing the freight rates on all shipments from valley points. The amount required for expenditure is to be applied to dredging, snagging, and making repairs to existing works. The work is nec- essary to maintain the available channel. For reference to reports on examinations and surveys, see Annual Report of the Chief of Engineers for 1909, page 858. Comparative statement of trafc. Short Estimated Passen- Short Estimated Passen- Calendar year. tons. value. gers. Calendar year. tons. value. gers. 1900............... 182,458 ............ 47,324 1905.............. 362,258 $12,119,596 67, 396 1901.............. 191,901 ............ 103,971 1906.............. 383,911 7,591,623 41,160 1902............... 192,227 ............ 95,221 1907.............. 412,846 8,193,746 41,998 1903............... 236,823............ 66,510 1908.............. 403,148 8,014,164 29,029 1904............... 332,130$11,260,196 65,947 1909.............. 519,250 9,295,384 43,299 July 1, 1909, balance unexpended--------------------------_- _ $17, 747. 75 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 60, 000. 00 Received account sales, etc____---- __ ---------------- _ _ 519. 11 March 9, 1910, amount allotted from emergency appropriation, act of March 3, 1909------------------------ 5, 000. 00 83, 266. 86 June 30, 1910, amount expended during fiscal year, for maintenance of improvement_ .--------- -------------------------------- 20, 470. 36 July 1, 1910, balance unexpended ____________------- ______ 62, 796. 50 July 1, 1910, outstanding liabilities__ _______________.___-____ 2, 184. 00 July 1, 1910, balance available __.....__________ -__________ 60, 612. 50 Amount (estimated) required for completion of existing project... a73, 500. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement 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 V V 1.) * Exclusive of the balance unexpended July 1, 1910. 954 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Operating and care of lock and dam in Yanhil River, Oregon.- The lock and dam are situated on the Yamhill River, 8 miles above its mouth, and 10 miles below the head of navigation, at McMinnville. It was constructed under appropriation for improving Willamette and Yamhill rivers, for the purpose of affording low-water naviga- tion to McMinnville. It was completed and opened to navigation in 1900. During the past fiscal year the lock has been open to navigation, except for 68 days during the fall and winter months, when it was closed on account of high water. The total traffic through the lock amounted to 376 short tons of freight and 263 passengers. The freight consisted largely of log rafts and pulp wood, and the pas- sengers were principally parties in small boats and launches, there being no regular line of boats operating on-the Yamhill River at the present time. Steamer traffic has been practically abandoned since 1902, and the reason given is that boats formerly operating on the Yamhill River now find more profitable business on the Willamette. It is claimed by steamboat interests that the uncertainty of lock operation during the freshet season makes it impossible to compete with railroad rates. During the year there was expended in operating, care, and main- tenance the sum of $1,025.89, and the total expended for the same purpose to the end of the fiscal year 1910 is $38,397.76. (See Appendix V V 2.) 3. Willamette River at Willamette Falls, Oregon.-At this point, 12 miles above Portland, there is an abrupt break in the river's bed, where the water pours over a horseshoe-shaped, rocky reef, forming Willamette Falls. The vertical distance between water level above and below the falls is about 41 feet at ordinary low water. These falls form an obstruction which could be overcome only by some method of artificial improvement, and in 1868 the Willamette Falls Canal and Locks Company was incorporated under the laws of the State of Oregon, for the purpose of constructing a canal and locks on the west side of the falls. These locks were completed in 1873, at a cost of about $450,000, and are now owned and operated by the Portland Railway, Light and Power Company. The locks and canal consist of a flight of four locks, each 210 feet long and 40 feet wide, and having a lift of about 10 feet each. The canal basin above the flight of locks is 1,250 feet in length, a guard lock at the upper end of the basin is 210 feet long and the upper entrance 1,000 feet in length, making the total length, including the locks and entrance, about 3,500 feet. A concrete dam has been constructed along the crest of the rocky reef, and the level of the water raised about 18 inches for power purposes. The formation of the land is ideal for power sites, and numerous industries, consisting mainly of lumber, paper, and woolen mills, are located along and adjacent to the canal. It is estimated that the flow is capable of developing from 55,000 to 60,000 horse- power, and the company has established and now operates electric generating plants and leases to the other concerns portions of the water power. The water power is considered by far the most im- portant property right claimed by the present owners. Further details, with descriptive maps and photographs, are printed in House RIVER AND HARBOR IMPROVEMENTS. 955 Document No. 202, Fifty-sixth Congress, second session. (See also Annual Report of the Chief of Engineers, 1900, p. 4368.) Report of a preliminary examination, authorized by the act of March 3, 1909, was made under date of February 23, 1910, with a view to future improvement, and the Secretary of War, under date of March 26, 1910, authorized the preparation of a plan and estimate of cost of improvement of the locality. The river and harbor act of June 25, 1910, appropriated $300,000 for the purchase of the existing locks, or for the purchase of the necessary lands and the construction of a new canal and locks, in the discretion of the Secretary of War. It was further provided that, except for the acquisition of lands and right of way and for surveys, etc., no part of these funds shall be expended until the State of Oregon shall appropriate a like amount for the same purpose. The legislative assembly of the State of Oregon passed an act in February, 1909, appropriating the sum of $300,000, provided the United States appropriate a like sum on or before March 1, 1912. No plan of improvement has been adopted, and no work is contem- plated until a survey has been made and a plan with estimate of cost has been submitted and approved. The advantages to be derived from this improvement, when com- pleted, and the condition of the canal and locks at the present time, are given in the above report of preliminary examination. The com- merce through the locks consists of country produce, farm and mill machinery, and general merchandise, and amounted during the calen- dar year to 21,147 short tons, valued at $1,006,000. This commerce, however, is only a small portion of the amount that would be affected by the proposed improvement. The river is paralleled on both banks by lines of the Southern Pacific Company which handle the bulk of the traffic, and a toll of 50 cents per ton, on all commodities passing through the canal enables the railroads to maintain rates and prac- tically control the business. Ten years ago the Chamber of Com- merce of Salem, Oreg., estimated that there were 425,585 tons of farm products, and 74,520 tons of merchandise affected by the tolls through the locks, and with the subsequent increase in population these figures are probably now greatly exceeded. With free locks, and a consequent reduction in both rail and water rates of 50 cents per ton, the indirect saving to the producers would amount to thou- sands of dollars annually. No estimate is made for additional funds, pending the completion of survey and estimate of cost. Amount appropriated by river and harbor act approved June 25,1910_ $300, 000. 00 July 1, 1910, balance unexpended_ -- ------------------ 300, 000. 00 (See Appendix V V 3.) 4. Columbia and Lower Willamette rivers below Portland, Oreg.- The portions of the rivers covered by this improvement include the 12 miles of the Willamette between Portland and its mouth, and 98 miles of the Columbia from the mouth of the Willamette to the sea. The original condition of the channel from Portland to the sea was such that only from 10 to 15 feet could be carried over shoal places at low water. Numerous sand bars obstructed navigation by deep- water craft, and on these bars the water was spread over an extended area, so that the channels through them were comparatively narrow. 956 REPORT Or THE CHIEF OF ENGINEERS, U. S. ARMY. The value and availability of this waterway for purposes of commerce are illustrated by the fact that Portland is one of the principal grain exporting cities in the United States, the valley of the Columbia being a natural outlet for the products of Oregon, Washington, and Idaho. Prior to the adoption of the project, dredging had been done for temporary relief, and the sum of $221,780.46 expended for that pur- pose. The original project was adopted in 1877, with a view to obtaining a channel depth of 20 feet. In 1891 the project was ex- tended, with a view to obtaining a low-water channel of 25 feet, at an estimated cost of $772,464, and the port of Portland commission, a corporation existing under the laws of the State of Oregon, was granted permission to assist in the work. On the original and modi- fied project, exclusive of the amounts named above, there has been expended the sum of $1,080,874.11. This does not include any part of the expenditures which have been made by the port of Portland commission. The present project was adopted by the act of June 13, 1902. It is based on a survey made in 1900, which is printed in the Annual Re- port of the Chief of Engineers for 1900, page 4418. The project proposes a 25-foot channel, by the construction of controlling works and by dredging. The estimated cost was $2,796,300, with $175,000 as the cost of the new dredge and accessories. The river and harbor act of June 25, 1910, made an appropriation of $175,000 for continuing improvement and for maintenance, and provided that of such amount so much as shall be necessary may be expended in dredging the west channel at Swan Island for the use of log tows and shoal-water boats. The total amount expended on this project to the end of the fiscal year was $883,477.93, and includes $304,385.57 expended by the Phila- delphia district for dredge construction. The total amount received from miscellaneous sources, account of sales, etc., is $4,452.97. It may be stated that all the above expenditures, except those for dredge construction, have been applied to maintenance, as all operations were confined to dredging the channel or making repairs or altera- tions to controlling works constructed under previous projects. The work in progress during the year consisted in dredging with the new dredge Clatsop on the various bars in the lower reaches be- tween Coffee Island and the mouth of the river. Dredging was in progress continuously, except for the period May 7 to June 4, when the dredge was laid up for repairs. A total of 1,509,490 cubic yards of material was removed from the channel, and dumped in deep water. The port of Portland commission also operated its dredges in the upper reaches when dredging was required, and reports having re- moved a total of 1,925,827 cubic yards during the year. None of the permanent works provided for in the present project have been constructed, and no part of the project can be considered completed. A new project for a 30-foot channel called for by the act of March 3, 1909, is in course of preparation, and pending its adoption by Congress the maintenance of the present channel is essential. The dredging has been of great benefit to the deep-sea vessels, as there has been no time during the year when ships could RIVER AND HARBOR IMPROVEMENTS. 957 not safely load to a draft of 25 feet. The ruling depth at the close of the year from Portland to the, sea was 23 feet, except at Taylors Sands, where there was only 21 feet at low water, but by taking ad- vantage of the tides, vessels have experienced little delay. The usual variations of water level, due to tides, are from 2 feet at Portland to 7 feet at Astoria, and on account of freshets the varia- tions are from 21 feet at Portland to zero at Astoria. The head of deep-water navigation is at Portland, Oreg., on the Willamette River, 110 miles above the mouth of the Columbia. Light- draft boats ascend the Willamette for 150 miles, and by using the state portage road between Celilo and Big Eddy cargoes of light draft boats, during high stages, reach Pittsburg Landing, a point on the Snake River 537 miles above the mouth of the Columbia. The Columbia and Willamette rivers, over this stretch, probably form the greatest waterway for logging and rafting purposes in the United States. Lumber and shingle mills are located along the banks, and logs are floated down all the tributaries from points 20 to 90 miles in- land and towed to the different mills to be manufactured. During the calendar year 1909, six rafts of logs and piling timbers, aggregating, approximately, 36,000,000 feet b. m., were made up in the Columbia River and towed to San Francisco and southern California ports. The export commerce consists principally of grain and lumber, while the imports are composed principally of oriental products, ce- ment, coal, lime, sulphur, etc. The light-draft tonnage iS chiefly dairy, farm, and lumber products and miscellaneous machinery and mer- cantile supplies. The total commerce handled during the calendar year 1909 amounted to 4,463,008 short tons, valued at approximately $73,- 462,605. It is not believed that the completion of the project will have any effect on freight rates until greater depths are obtained over the bar at the entrance to the Columbia River, thus allowing the use of ships of greater draft, and carrying capacity. The amount required for expenditure is to be applied to mainte- nance by dredging and making repairs to dikes and revetments. References to former reports are given on page 683 of the Annual Report of the Chief of Engineers for 1905. Comparative statement of traf]ic handled on Columbia and Lower Willamette rivers, below Portland, Oreg. Handled by seagoing Handled by river Total. vessels. vessels. Calendar year. Short tons. Estimated Short tons value.Short Estimated value. Short tons Estimated value. 1900.......... .... .............. 552,290 ............ 1,287,582 ............ 1,809,872 ........... 1901.................................... 669,284 ........... 1,534,780 .......... 2, 204, 064 ......... 1902......................... 1,131,426 .. ...... 1,567,336 ............ 2,698,762........... 1903...................... . 832,184 ............ 1,596,220 ... .. 2,428,404 . 1904 .......................... 778, 328 $27, 281,302 1, 905,451 $30, 775, 609 2,683, 779 $58, 056, 911 1905........................... 946,805 31,786,607 2,313,153 26,712,339 3,259,958 58,498,946 1906 ......................... 1,200, 973 34,407,991' 2,331,121 26,377,640 3,532,094 60, 785,631 1907 ........................... 1,664,717 45,000,000 2,586,964 31,583,804 4,251,681 76, 583,804 1908....................... 1,688,331 43,000,000 2, 927,041 27,509, 475 4,615,372 70,509,475 1909......................... 1,597, 787 40, 200, 874 2, 865,221 33, 261,731 4, 463,008 73,462, 605 958 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended_ _--------------------------- a $79, 831.46 Amount appropriated by river and harbor act approved June 25, 1910 ------------------ _--- ___ --- 175, 000. 00 Received account sales------------------------------------ 3, 825. 99 258, 657. 45 June 30, 1910, amount expended during fiscal year: For dredge construction---------------------- $841. 71 For maintenance of improvement-- ------------ 69, 130. 27 69, 971.98 July 1, 1910, balance unexpended-------------------------- b 188, 685. 47 July 1, 1910, outstanding liabilities---------------------------- 3, 000. 00 July 1, 1910, balance available----------------------------- 185, 685. 47 Amount (estimated) required for completion of existing project_ o 2, 498, 509. 93 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_ - _ -__ 0 150, 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 V V 4.) 5. Mouth of Columbia River, Oregon and Washington.-Prior to the commencement of the work of constructing the south jetty in 1885 there were from one to three channels across the bar, and these chan- nels varied from time to time both in location and depth. The depths were from 19 to 21 feet at low water, while the location shifted through nearly 1800 between Cape Disappointment and Point Adams. For a map of the locality and information regarding conditions before improvement, attention is invited to the Annual Report of the Chief of Engineers for 1886, page 1976 et seq. The first project was adopted in 1884, and provided for the con- struction of a low-tide jetty, 4J miles in length, extending seaward from Point Adams, on the south side of the entrance, and terminating at a point about 3 miles south of Cape Disappointment. It was to be built of rubble stone, with a foundation of brush mattresses. This project was modified in 1893 to provide for raising the jetty to high- tide level, and for building four groins from 500 to 1,000 feet in length on the north side. The estimated cost was $3,710,000, and the jetty was completed to a length of 42 miles in 1895, and increased the depth over the bar to 31 feet. The total amount expended on the original project was $1,968,753.14, prior to which $17,500 had been appropriated and expended for survey, etc. a June 30, 1909, balance reported Philadelphia district-----------$4, 659. 34 June 30, 1909, balance reported Portland district-----------------75, 172. 12 True balance --------------------------------------------- 79, 831. 46 Balance as printed in 1909 report (incorrect)-----------------79, 828. 26 Difference (amount received account sales Philadelphia dis- triet) ------------------- -------------------------- 3. 20 b Includes $30 unexpended in Phialdelphia, Pa., district. o Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 959 The present project was formulated for the purpose of arresting the shoaling process which commenced soon after the completion of the work, the depth having decreased to about 28 feet in 1899, and the location of the channel having shifted into an unstable posi- tion 2 miles north of the 1895 channel. By 1902 the depths had deteriorated to 21 feet at low water. The first appropriation for a new project was made by the act of June 6, 1900, when $250,000 was appropriated for repairs, etc., pend- ing a report to be made by a board of engineers. The report of this board, which is printed in the Annual Report of the Chief of Engi- neers for 1903, pages 2275 et seq., constitutes the present project, and provided for extending the jetty seaward a farther distance of about 21 miles. Dredging was also recommended as a temporary expedient, as well as the construction of a north jetty, should it be found necessary at some future time, in order to secure the desired depth of 40 feet, with a practicable width. The estimated cost of the south jetty was $2,260,000; of the north jetty, $1,205,000; of remodeling and operating dredge, $250,000. The revised estimate, approved April 17, 1909, for completion of the south jetty was $3,529,300, and is based on a report made by the district officer, recommending that the jetty enrockment be raised to at least mid-tide level, and that its crest be given a width of not less than 25 feet, in order to protect the trestle piling from early destruc- tion by storms and teredo. The increased cost is due to the greater amount of stone required, the increase in cost of materials, and the heavy loss, during construction in previous years, due to destruction of the trestle by winter storms and teredo. In some places the jetty is being built in depths as great as 39 feet, and with 15 feet increase in the width of its crest it becomes at once evident that an enormous increase in the amount of rock is required. The river and harbor act of June 25, 1910, made an appropriation of $1,200,000 for continuing improvement and for maintenance, in- cluding repairs and operation of dredge. There has been expended on the existing project to the end of the fiscal year the sum of $5,562,562.31, of which $102,570.31 were ex- pended for alterations on the dredge Chinook and may be considered as applied to maintenance. The portion derived from miscellaneous sources, account of sales, amounted to $1,575.14. The operations during the fiscal year 1910 consisted in rebuilding 41 bents of trestle tramway, which were carried away by the winter storms, and in extending it out a farther distance of 4 bents. This work was between station 333+76 and station 340+60, making a total of 684 feet of trestle built during the year. Besides this, 472 piles were driven to strengthen the tramway over that portion built in previous years. A total of 603,289 tons of stone was received under contract and dumped on the jetty. This stone was used in the enrockment of the jetty between station 324+40 and station 337+18, and in raising the enrockment between station 279+94 and station 324+40, which had settled owing to wave action. Actual work was suspended between November 1, 1909, and April 5, 1910, during which period no stone was received on account of inclement weather. 960 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The proportion of the project accomplished to the end of the fiscal year is approximately 75 per cent. From the appropriation provided by the river and harbor act of March 3, 1909, the expenditure of $200,000 was authorized for remod- eling the U. S. dredge Chinook, making repairs to her boilers, etc., and for her operation in the jetty channel. A contract was made on January 6, 1910, for the repairs and alterations, and at the close of the fiscal year the contract was about 90 per cent completed. It is expected that the dredge will be put into commission on the bar in August, 1910. The advantage derived from the improvement has been the in- crease of about 8 feet in depth on the bar since the adoption of the project. A survey completed during the month of June shows the opening through the bar, between 24-foot contours, to have increased to a width of 8,000 feet, over practically all of which area there is a least depth of 25 feet, with the exception of two lumps. There are several channels connecting deep water inside the bar with deep water outside the bar, the principal one of which has a minimum depth of 26 feet and a width of 1,000 feet. A copy of the map of the above-mentioned survey is transmitted with the district oficer's report, also a map showing a comparison between the 24-foot contours of this survey and of the surveys made in June, 1900 and 1909. The variation of the level of water surface, due to tides, is about 7.4 feet. The head of navigation for deep-sea vessels crossing the bar is at Portland, 110 miles above the mouth. Deepening of the channel over the bar will admit of the use of ships of greater draft and increased carrying capacity, and with larger vessels frequenting the port it is reasonable to suppose that the charter rates on deep-sea tonnage will be reduced, and may also reduce the present rail rates on transcontinental shipments. The amount required for expenditure for improvement is for the purpose of extending the south jetty seaward and of commencing work on the north jetty, with a view to increasing the depths and extending the benefits already attained. The amount estimated for maintenance is for operating the dredge Chinook during the fiscal year 1912. Reference to former reports will be found on pages 686-687 of the Annual Report of the Chief of Engineers for 1905. Comparative statement of traffic over Columbia River bar. Calendar year. Short tons. Estimvalue. Calendar year. Short tons. Estivalue. 1900 .................... 552, 290 ............ 1905.... ............ 946, 805 $31,786, 607 1901 ..... ............ 669,284 .............. 1906................. 1,200,973 34,407,991 1902................. 1,131,426 ............. 1907............. .... 1,664,717 45,000,000 1903................... 832,184.............. 1908....... .......... 1,688,331 43,000,000 1904......... ........ 778,328 $27,281,302 1909................. 1,597,787 40,200,874 RIVER AND HARBOR IIPROVEMENTS. 961 July 1, 1909, balance unexpended ------------------------- $1, 444, 350. 05 Amount appropriated by river and harbor act approved June 25, 1910------------------- ------------------ --------- 1, 200, 000. 00 Received account sales, etc ----------------------------------- 146. 75 June 30, 1910, amount expended during fiscal year: 2, 644, 496. 80 For works of improvement----------------- $895, 742. 80 For maintenance of improvement------------102, 570. 31 998, 313.11 July 1, 1910, balance unexpended 646, 183. 69 1--------------------------, July 1, 1910, outstanding liabilities-------------------------- 126, 734. 00 July 1, 1910, balance available---------------------------1, 519, 449. 69 July 1, 1910, amount covered by uncompleted contracts--------- 149, 800. 00 Amount (estimated) required for completion of existing project_ a b 2, 118, 920. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance_-.. b 950, 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 V 5.) * 6. Clatskanie River, Oregon.-The Clatskanie River rises in the Coast Range, and empties into the Columbia River 65 miles below Portland, Oreg. Before it reaches the Columbia it winds, for 3 miles, through marshy lowlands, and by a narrow, tortuous channel. Before improvement the obstructions to navigation were a single shoal with but 2 to 3 feet of water, and two sharp bends below the town of Clatskanie. The original project was adopted by the act of March 3, 1899, and provided for dredging out the shoal and cutting off the two sharp bends by means of dredging, at an estimated cost of $13,000. There has been expended on this work, to the close of the fiscal year, the total sum of $12,675.47, of which sum $868.10 was applied to maintenance. A permit was granted to the Columbia Agricultural Company, under date of January 5, 1909, to dredge across a bend near the mouth for the purpose of diking some of the low land. This work was com- menced in June, 1909, and was completed during the year. All of the work contemplated under the above project was com- pleted in 1902, and resulted in giving a depth of 5 feet over the shoalest places, and in making the channel shorter by 4,050 feet, and easier of navigation. These depths have deteriorated and boats experienced more or less difficulty in reaching Clatskanie during the year, but no funds were available for dredging and no work has been done. A new project, adopted by the river and harbor act of June 25, 1910, provides for improvement, by dredging between the town of Clatskanie and the railroad bridge, a distance of about 1 mile, at an estimated cost of $4,200, with $1,000 annually for maintenance. This project provides for obtaining a channel 6 feet in depth at low water, with an average width at the bottom of 40 feet, by the removal of approximately 19,000 cubic yards of material from the shoals, and G Includes $1,205,000 for north jetty now found to be necessary. b Exclusive of the balance unexpended July 1, 1910. 56932o--ENG 1910----61 962 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. is printed as House Document No. 633, Sixty-first Congress, second session. Clatskanie, a small town 3 miles from the mouth, is the head of navigation, and at the time of making the examination from 1 to 3 feet could be carried to the railroad bridge over the shoalest part of the channel at low water. Below the railroad bridge where the channel was dredged by the Columbia Agricultural Company during the year a draft of about 6 feet can now be carried. The whole stretch of the river is tidal, with a variation of water level, due to tides only, of about 5 feet. The backwater of the Co- lumbia, during freshet time, raises the river to a maximum height of about 10 feet. The stream is used extensively for logging purposes, as there are fine forests of fir, hemlock, spruce, and cedar along its banks, reach- ing to the headwaters. The commerce of Clatskanie River consists principally of sawmill products, farm and dairy products, and general supplies. During the calendar year 1909 this commerce amounted to 59,927 short tons, valued at approximately $624,479. The Astoria and Columbia River Railroad crosses the valley about 1 miles from the town of Clatskanie, but the greater portion of the business is done by boat, because of the cheaper rates for transporta- tion. The commerce is handled by a boat making three trips per week between the towns of Clatskanie and Portland. Comparative statement of traffic. alendar year. Short Estimated Passen- Calendar year. Short Estimated Passen- tons. value. gers. tons. value. gers. 1900 ....... ........ 88,622 .......... 5,305 1905....... ........ 16,408 $612,970 ........ 1901.............. 51,967 ............. 2,136 1906............. 10,339 216,630 ........ 1902................ 23,790 ............ 1,180 1907............. 22,925 280,616 502 1903 ...... ......... 25, 765 .............. .494 1908............. 46, 382 381,492 422 1904 ............... 18, 861 $444,210 525 1909............... 59,927 624, 479 271 Amount appropriated by river and harbor act approved June 25, 1910_ $5, 200. 00 July 1, 1910, balance unexpended ---------------------------- 5, 200. 00 (See Appendix V V 6.) 7. Cowlitz and Lewis rivers, Washington--(a) Cowlitz River.- The Cowlitz River rises in the Cascade Range, flows in a southerly direction, and empties into the Columbia 64 miles above its mouth and about 45 miles below Portland. Prior to improvement the ruling depth to Toledo, 40 miles above the mouth, was about 14 inches at low water, and the channel was crooked and obstructed by sand bars, snags, and drift. The original project was adopted by the act of June 14, 1880, and provided for the removal of sand bars and other obstructions to a point about 50 miles above the mouth, at a cost of $5,000 and an annual expenditure thereafter of $2,000 for maintenance. The expenditures on the previous project to the close of the fiscal year amounted to $52,060.94, of which $47,061.94 was applied to maintenance. The present project for improvement from the mouth to Toledo, adopted by the river and harbor act of June 25, 1910, provides for obtaining a channel 4 feet deep from the mouth to Ostrander and 2 feet thence to Castlerock, by dredging. Estimated cost, $22,000, RIVER AND HARBOR IMPROVEMENTS. 963 with $4,000 annually for maintenance; also between Castlerock and Toledo the project contemplates a channel 40 feet wide and 2J feet deep at low water, by dredging, snagging, and the construction of a limited number of regulating works to assist in maintaining the channel. Estimated cost, $9,600, with $2,000 annually for mainte- nance, all in accordance with reports printed in House Documents Nos. 1167, Sixtieth Congress, second session, and 404, Sixty-first Congress, second session. No work has been done on the latest approved project. Operations during the past fiscal year consisted in removing snags and clearing driftwood jams from the channel between the mouth and Castlerock, which work was for maintenance. The work done in previous years has resulted in furnishing a comparatively easy channel for boats running to Portland. The maximum draft that can be carried over the shoalest places at the close of the year is approximately 14 to 16 inches at low water. The usual variations of the level of water surfaces, due to tide, range from 4 feet at the mouth to zero 9 miles up the stream. The extreme variation on account of freshets is about 22 feet, except at the mouth, where the country is open, allowing the water to spread over a large area. The head of navigation for light-draft boats on the higher stages is 10 miles above Toledo, or about 50 miles from the month. Large quantities of logs are annually floated down the river from the headwaters for a distance of 25 to 90 miles. Kelso, 41 miles from the mouth, and having a population of about 1,500 people, is the principal town of the valley, and is the center of a large lumber and shingle industry. Kelso, and Castlerock, another small town about 20 miles from the mouth, are both on the main line of the Northern Pacific Railway, and while some lumber products are shipped by rail, the farm products are usually handled by the river boats and marketed at Portland. The river is therefore a great factor in regulating freight rates from these points to competing points on the river. The traffic consists of lumber and farm products and general merchandise, of which 41,063 short tons were handled during the calendar year 1909, valued at $1,641,240. The amount recommended for expenditure is required to maintain the channel and remove the obstructions which are brought down the stream during freshet periods. Annual work is necessary to make the improvement available. References to former reports will be found on page 689 of the Annual Report for 1905. The present project is based on reports of examinations and sur- veys printed as House Documents Nos. 1167, Sixtieth Congress, sec- ond session, and 404, Sixty-first Congress, second session. Comparative statement of traflic. Short Estimated Passen- calendar year Short Estimated Passen- Calendar year. tons. value. gers. Calendar year. tons. value. gers. 1900 ............... 17,279 ......... ............. 1905................ 46, 646 $1,494,260 6, 000 1901................ 14,211 .............. .. ...... 1906................ 56,109 2,055, 460 1, 117 1902................. 15,932 ...... . 1907................ 66,424 3,390,000 759 1903................ 41,515 .......... 1908.--............... 53,309 1,934,982 1904................ 26,120 $1,069,020 6,875 1909................ 41,063 1,641,240 14,100 This statement does not include 159,732,000 feet b. m. (239,598 tons) of logs sent down this stream in 1909, having an estimated value of $1, 277,856. 964 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended--------------------------- $1, 121.99 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------- 31, 600.00 32, 721.99 June 30, 1910, amount expended during fiscal year, for maintenance of improvement--------------------- ----------------------- 532. 93 July 1, 1910, balance unexpended--------------------------- 32,189.06 July 1, 1910, outstanding liabilities------------------- ------------ 4. 65 July 1, 1910, balance available------------------------------32, 184.41 Amount required for expenditure in fiscal year ending June 30, 1912, 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) Lewis River.-The Lewis River rises in the Cascade Range, flows in a westerly direction, and empties into the Columbia River about 14 miles below the mouth of the Willamette and 25 miles below Portland. At a distance about 31 miles from its mouth the river separates into two branches, known as the North Fork and the East Fork, of which the North Fork is the largest stream. The lower reaches are affected by the tides and also by backwater from the Columbia. Originally the channels were obstructed by snags, over- hanging trees, and occasional shoals, but were navigable for small, light-draft boats at proper stages to La Center on the East Fork and Woodland on the North Fork. The original project was adopted in 1897 (see Annual Report of the Chief of Engineers for 1897, p. 3473). It provided for the re- moval of snags and obstructions, dike construction, and dredging, with a view to securing a depth of 6 feet in the main river and 4 feet on the East Fork to La Center. The estimated cost was $20,460. The present project is the same as the original one, except that the improvement of the North Fork was included in the river and harbor act of June 13, 1902, for which no estimate of cost has been made. The river and harbor act of June 25, 1910, provided that of the consolidated appropriation of $34,100 made for the Cowlitz and Lewis rivers, the sum of $2,500 may be expended on the Lewis River and the North Fork thereof. There has been expended on the original and modified project to the close of thefiscal year the sum of $21,850.47. Operations during the fiscal year were carried on by the U. S. snag boat Mathloma during November and December, and consisted in snagging the channel and clearing overhanging trees and brush from the banks between the mouth and the forks, and on the North Fork as far as Hay's Landing. This work was on account of maintenance, and work under the balance available will be applied to the same purpose. The work done in previous years has resulted in a good channel for boats plying between Portland and Lewis River points. The maximum draft that can be carried at normal stages to the forks is about 4 feet, and on the two forks to the head of navigation about 1 foot. o See consolidated money statement on page 966. RIVER AND HARBOR IMPROVEMENTS. 965 The head of navigation on the North Fork has heretofore been considered at Woodland, but at the present time a small boat is mak- ing three regular trips per week to Runyon, about 23 miles above Woodland. The variation of the water surfaces, due to tides, is from 2 feet at the mouth to 11 feet at La Center, while at Woodland the tide has no effect. The winter freshets vary from 15 to 20 feet in height, except near the mouth, where the water spreads out over a large area, and the conditions are such that regular boats from Portland reach La Center during about three months of each year and Woodland about nine months. Logs are floated down this stream for a distance of 20 to 45 miles above the mouth. The Northern Pacific Railway, between Portland and Puget Sound, crosses the river at Woodland, but the river carries the greater part of the commerce from the valley, owing to the cheaper rates of trans- portation and the better facilities for handling traffic by water. The commerce consists principally of lumber, farm products, and general supplies, and during the calendar year 1909 amounted to 19,384 short tons, valued at approximately $1,144,320. This does not include large quantities of logs floated downstream. The amount recommended for expenditure is required for dredg- ing and snagging. A large amount of sediment and numerous snags are brought down by the freshets, which necessitates additional work each year to maintain the channel and make it available for boats of light draft. References to former reports are given on page 690 of the Annual Report of the Chief of Engineers for 1905. Comparative statement of traffic. Short Estimated Passen- Calendar year. Short Estimated Passen- Calendar year. tons. value. gers. tons. value. gers. 12,638 ............ 1900................. 14,129 1905................ 26,554 $1,067,733 29,026 17,277, 1901................ ........... 15,532 1906............ . 19,024 960,120 16,614 13,831 ............ 1902.................... 13,098 1907............. 20,140 1,179,117 13,869 .. 29,033 ........... 1903................ 13,058 1908................ 17,771 1,112,840 13,850 1904.............. 27,245 $834,492 12,885 1909................ 19,384 1,144,320 14,000 NOTE.-This statement does not include 105,596,000 feet b. m. (158,394 tons) of logs sent down this stream in 1909, having aifestimated value of $844,764. - July 1, 1909, balance unexpended_--___---------------___ _ $1, 735. 38 Amount appropriated by river and harbor act approved June 25, 1910_ 2,500. 00 4, 235. 38 June 30, 1910, amount expended during fiscal year, for maintenance of improvement------------------------------------------ 735. 85 July 1, 1910, balance unexpended -------------------------- 3, 499. 53 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_-- ....---........... _ (a) Submitted in compliance with requirements of sundry civil act of L June 4, 1897, and of section 7 of the river and harbor act of 1899. o See consolidated money statement on page 966. 966 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1909, balance unexpended_------------------------------- $2, 857. 37 Amount appropriated by river and harbor act approved June 25, 1910_ 34, 100. 00 36, 957. 37 June 30, 1910, amount expended during fiscal year, for maintenance of improvement.......... 268. 78 1-------------------------- July 1, 1910, balance unexpended-----------------------------35, 688. 59 July 1, 19-10, outstanding liabilities ------------------------------- 4. 65 July 1, 1910, balance available ------------------------------ 35, 683. 94 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ----------------------- 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 V V 7.) 8. Grays River, Washington.-Grays River is a tributary of the Columbia River, emptying into Grays Bay nearly opposite the town of Astoria, Oreg. It rises in the Coast Range and flows through dense forests until it reaches the lowlands bordering on the Colum- bia River. It has been navigated for years with difficulty, owing principally to numerous snags and logs and overhanging trees. The original and present project was adopted by the act of March 2, 1907, which appropriated $2,500 for the purpose of removing the obstructions from the channel and cutting the overhanging trees from the banks. The project for this work was based on a report of the Board of Engineers for Rivers and Harbors dated October 13, 1906, by which it was proposed to carry the improvement to the head of navigation. The total amount expended on this work to the close of the fiscal year 1910 was $2,400.67. No work was carried on during the fiscal year, the expenditures being on account of outstanding liabilities from the previous year and on account of an inspection made during February. The work done in former years has been of benefit to the small boats navigating the stream by providing a safer and easier chan- nel. It may be stated that the work contemplated under the project has been completed, but annual snagging will be required for main- tenance. * The maximum draft that can be carried to Grays River, a small town 8 miles above the mouth, is about 3 feet at low water. The variation of water surfaces due to tides is from 5 to 8 feet. This stream is used extensively for logging purposes, logs being floated from the headwaters, a distance of about 10 miles. The commerce consists principally of logs towed from the lower portion of the stream to the mills along the Columbia and some farm products and supplies handled by a small boat plying from Astoria. The river is the only means of transportation, and, aside from fur- nishing easier navigation for the light-draft boats using the channel, it is not believed the improvement will have any tendency to reduce the present rates of transportation. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 967 The winter freshets usually bring down snags and logs, and the available balance, together with the amount recommended for ex- penditure, will be applied to the purpose of removing them as may be necessary. Comparative statement of trapfc. Calendar year. Short Estimated Passen. tons. value. gers. 1908 ........... ...................................................... 1,876 $5,628 . 1909 .................................. ................................. 3,395 51,325 5,000 NoTE.-This statement does not include 15,186,000 feet b. m. (30,373 tons) of logs sent down this stream in 1909, having an estimated value of $136,674. July 1, 1909, balance unexpended--__----------------------------- $370. 53 Amount appropriated by river and harbor act approved June 25, 1910__ 500. 00 870. 53 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------- ----------------- -------------- 271. 20 July 1, 1910, balance unexpended .------------------------------ 599. 33 Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__---- ____---__________-____ 4500. 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 V 8.) 9. Gauging waters of Columbia River, Oregon.-The object of this gauging is to obtain data for use in connection with the improvement of the river and to supply information to persons interested in its navigation. The self-registering gauge was established at Astoria in November, 1888, where it was kept in operation up to August, 1899, and then moved to Fort Stevens, where it could be more economically main- tained. A river gauge was also established at the mouth of the Willamette River and daily records of the readings kept. In view of the benefit to commerce, the maintenance of these gauges is con- sidered a worthy object. The amount expended on this work, principally for gauge readers, up to June 30, 1910, was $8,769.94. July 1, 1909, balance unexpended__---------------------------- $1, 350. 06 Amount appropriated by river and harbor act approved June 25, 1910 1, 000. 00 2, 350. 06 June 30, 1910, amount expended during fiscal year, for maintenance of improvement----------- ----------------- ----- - 120. 00 July 1, 1910, balance unexpended_ ----------------------------- 2, 230. 06 July 1, 1910, outstanding liabilities____---------------- __ ______ 10. 00 July 1, 1910, balance available-- ---------------------------- 2, 220. 06 Amount required for expenditure in fiscal year ending June 30, 1912 -------- , 000. 00 al---------------------------- Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix V V 9.) *Exclusive of the balance unexpended July 1, 1910. 968 REPORT OF THE CHIEF OF ENGINEERS, V. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Alamicut (Deep) River to the main channel of the Columbia, Washington.-Report dated August 16, 1909, is printed in House Document No. 302, Sixty-first Congress, second session. This locality is not considered worthy of improve- ment by the General Government. 2. Preliminary examination and survey of Cowlitz River, from Castlerock to the head of navigation.-Reports dated September 28 and November 1, 1909, respectively, are printed in House Document No. 404, Sixty-first Congress, second session. A plan for improve- ment if made in connection with the project for the lower portion of the river, at an estimated cost of $9,600, with $2,000 annually for maintenance, is presented. 3. Preliminary examination and survey of Clatskanie River, Oregon.-Reports dated June 12 and October 5, 1909, respectively are printed in House Document No. 633, Sixty-first Congress, second session. A plan for improvement at an estimated cost of $4,200, with $1,000 annually for maintenance after completion, 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 3, 1909, as follows, and reports thereon will be duly submitted when received: 1. Lewis River, Oregon. 2. Columbia and lower Willamette rivers, Oregon. 3. Willamette River, Oregon City to Eugene, Oreg. 4. Falls of Willamette at Oregon City, Oreg. IMPROVEMENT OF RIVERS AND HARBORS IN THE SEATTLE, WASH- INGTON, DISTRICT. This district was in the charge of Maj. C. W. Kutz, Corps of Engi- neers, having under his immediate orders First Lieut. J. H. Earle, Corps of Engineers. Division Engineer, Lieut. Col. John Biddle, Corps of Engineers. 1. Willapa River and Harbor, Washington.-Willapa Harbor con- nects with the Pacific Ocean in the extreme southwestern part of the State of Washington. Willapa River flows into the bay at its eastern extremity, about 10 miles from the sea entrance to the harbor. South Bend, near the mouth of the river, the terminus of a branch line of the Northern Pacific, and Raymond, about 3 miles above South Bend, are the principal towns in that locality. Willapa is a small town 10 miles above South Bend. North River is a stream flowing into the bay from the north, and Nasel River is an arm making off from the southeast part of the bay proper. Originally shoals existed in the river below Willapa, and there was a log jam in North River. RIVER AND HARBOR IMPROVEMENTS. 969 The original project adopted by act of July 13, 1892, contemplated dredging 100 feet wide to a depth of 8 feet at low water through the reef just below Willapa and the closing of side sloughs near South Bend by means of dikes, with the object of increasing channel depths by scour. This project was modified by act of March 2, 1907, which provided for dredging a channel 150 feet wide and 12 feet deep at mean lower low water through the shoals between South Bend and Raymond at an estimated cost of $25 000. Under acts of August 18, 1894, and March 3, 1899, removal of the log jam in North River was authorized. The project adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 524, Sixty- first Congress, second session, and contemplates providing a channel 200 feet wide and 18 feet deep at mean lower low water from deep water in Willapa Bay to the junction of the North and South forks of the river at Raymond, and of the same depth and 150 feet in width for a distance of 3,100 feet up the South Fork, conditioned upon local cooperation in the work in the South Fork, at an estimated cost of $218,132.20, with $5,000 annually for maintenance. The amount expended on original and existing project to close of fiscal year ending June 30, 1910, was $61,114.46, of which $4,316.02 was applied to the maintenance of dikes and for inspection of ob- structions to navigation. The dredging work authorized by act of March 2, 1907, has been completed. The work was done by contract. The expenditures during the past fiscal year were in connection with the establishment of harbor lines and for inspections. The project for increased depth of 18 feet was adopted by the act of June 25, 1910, upon condition that one-half the cost of certain work at Raymond should be paid by local interests and that the necessary bulkheads should be built and sites furnished free of cost to the United States for the deposit of material to be dredged from the channel in the vicinity of both Raymond and South Bend. At this date it is not known when these terms of cooperation will be complied with by the local interests, and no estimate is submitted for funds for the prosecution of the work during the fiscal year 1912. When the conditions imposed are accepted and fulfilled the proposed improve- ment can be accomplished most economically and advantageously by a single appropriation of the full amount ($168,132) of the balance of the estimate, or by provision for the completion of the project under the continuing-contract system. The best channel depth at mean lower low water is now about 16 feet to South Bend, 12 feet to Raymond, and about 6 feet to Willapa. The extreme variation of water levels is 14 feet, and the mean variation is 9 feet. The North and Nasel rivers are navigable only for small boats of light draft for a comparatively short distance above their mouths, and this distance is extremely variable with the tides. The principal business on these rivers is the rafting and floating of logs. The log and lumber business on Willapa Bay and tributary streams is by far the most important part of the water traffic. 970 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Exports and imports. Calendar year. Short Value. Calendar year. Short Value. 1898 ...................... 32,399 $374,050 1904 ........... ............. 73,808 $389,377 1899......... ..... ...... 51,150 755,682 1905...................... 76,713 456,213 1900..................... 42, 090 266,080 1906....................... 116, 717 1,220,434 1901...................... . 39,538 229,686 1907................ .......... 183,801 1,847,810 1902 ........................ 51,999 402,050 1908....................... 214,812 2,347,253 1903 ......................... 74, 475 446, 800 1909................... .... 433, 513 16, 294,777 The direct effect on freight rates of the work done is not known definitely. Reference to reports, etc., may be found in the Annual Report of the Chief of Engineers for 1907, page 781. Report of preliminary examination and survey authorized by the river and harbor act of March 3, 1909, was published in House Docu- ment No. 524, Sixty-first Congress, second session. July 1, 1909, balance unexpended______-_______________------__ $342. 80 Amount appropriated by river and harbor act approved June 25, 1910------------------------------------------------------- 50, 000. 00 Received from sales----___--- -------- _______ - _ - 10. 50 50, 353. 30 June 30, 1910, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 105. 76 July 1, 1910, balance unexpended_ -- _____-__________-..____ 50, 247. 54 Amount (estimated) required for completion of existing project___ a 168, 132. 20 (See Appendix W W1.) 2. Grays Harbor and bar entrance, Washington.-Grays Harbor is a large bay in the southwestern part of the State of Washington con- necting with the Pacific Ocean. It has a total length from east to west of 17 miles, and its greatest breadth north and south is 14 miles. A large part of the bay is occupied by tide flats, bare at low water. At low tide the area covered by water is estimated at 30.6 square miles, or less than one-third of the total area. A short distance within the harbor entrance are large areas afford- ing anchorage for deep-draft vessels. The harbor entrance is between two low sandy peninsulas, which are about 12,500 feet apart, measured between high-tide lines. Through this entrance there is a channel having a maximum depth of 100 feet or more. A single broad waterway extends for more than 2 miles out to sea from the entrance, with depths gradually diminish- ing to 30 feet. At the outer end of this deep waterway lies a bar convex to the sea and extending each way to the sand spits on the two sides of the harbor throat. Across the bar there was originally no good permanent channel, but there were several variable, shifting channels having depths of about 12 or 13 feet. The general average width of the bar between the inner and outer 18-foot curves was one-half mile. The original project, adopted by Congress June 3, 1896, provided for the control of tidal currents by means of a single jetty extending a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 971 out to sea from the point on the south side of the harbor throat a distance of about 3 miles, with a view to improving and maintaining the channel over the bar by scour. The jetty was to be of rubble- stone, built above high-tide level. This project contemplated a depth of 24 feet at mean low water. The estimated cost was $1,000,000. The act making the first ap- propriation for this work authorized the making of a continuing con- tract or contracts. In, accordance with this authority a contract for the entire work was entered into after due advertisement. Work under this contract was commenced in March, 1898, and terminated September 15, 1902. The jetty was constructed for a distance of 13,734 feet from the ocean high-water line. No construction work on the south jetty has been done since. The project was enlarged by the river and harbor act of March 2, 1907, which provided for the construction of a jetty on the north side of the harbor throat, extending out to sea about 9,000 feet from the ocean high-water line, at an estimated cost of $600,000. The act ap- propriated $200,000 and authorized continuing contracts for complet- ing the project in the additional sum of $400,000, which amount has been appropriated. The river and harbor act of June 25, 1910, further extended the project by providing for the extension of the north jetty 7,000 feet, thus bringing the end of the jetty about opposite the present end of the south jetty, to be built up to the height of midtide, with a width at the crest of 8 feet, at an estimated cost of $1,030,000, in accordance with plan printed in Rivers and Harbors Committee Document No. 29, Sixty-first Congress, second session, the said act making an appro- priation of $75,000 for continuing the improvement authorized. The amount expended to June 30, 1910, was $1,468,890.77, of which $9,660.55 was for maintenance and surveys. The work on the north jetty has been in progress since October 1, 1907. The necessary land for approach and operating plant was do- nated to the United States by local interests. The trestle approach to the jetty and the wharf and other features of the shore works were built under contract, the work commencing on October 24, 1907, and being completed March 31, 1908. A contract has been made for the stone for the jetty, the other material being furnished under emer- gency contracts or purchase in open market. At the close of the last fiscal year the trestle had been built to its projected length, 10,000 feet from the ocean high-water line. The mattress foundation had been placed the entire length of the trestle and 70,581 tons of stone had been placed. The enrockment for a dis- tance of about 5,000 feet from the high-water line was 61 feet above the plane of mean lower low water, and for the outer 5,000 feet of the jetty the enrockment varied from 61 feet above to 10 feet below that plane. During the year the enrockment was raised to an elevation of 1 feet above mid tide for a distance of 9,000 feet from the ocean high- water line, and to the elevation above mid tide for the next 500 feet. The quantity of stone placed during the year was 62,283 tons and the total quantity in the jetty is 132,864 tons. The cost of stone in place was $1.95 per ton. A reexamination of the reports on Grays Harbor and bar entrance was made by the Board of Engineers for Rivers and Harbors in re- 972 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sponse to a resolution of the Committee on Rivers and Harbors of the House of Representatives, and the report was published in House Document No. 29, Sixty-first Congress, second session. Reference is made to the report of a Board of Engineers published in House Document No. 576, Fifty-eighth Congress, second session. The work of maintenance consisted only in care of the property. The maximum draft that could be carried June 30, 1910, at mean lower low water over the shoalest part of the channel was 19 feet. The extreme variation of water levels in the outer portion of the harbor is 16.5 feet', while the mean variation is 8.4 feet. So far as known the improvement has not caused any reduction in freight rates. The commerce benefited by the work consists at present principally of exportation of lumber, carried in sail and steam vessels. This is a large and important business. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1898............ .......... 168,468 $1,252,089 1904...................... 495, 495 $4,200,784 1899...................... 265, 918 1,979,998 1905............ ........ 579, 759 5,552, 166 1900 .................... 259, 692 2, 077, 037 1906 .................... 614, 854 7, 735, 954 1901....................... 299, 607 1, 877, 800 1907 .................... 747, 725 8, 862, 687 1902....................... 527, 047 3, 601,163 1908 ...................... 827,154 7,421,311 1903...................... 458,268 4,073,333 1909....................... 998, 2551 7,628,549 The appropriation recommended will be applied to the extension of the north jetty as outlined in House Document No. 29, Sixty- first Congress, second session. This important improvement should be prosecuted continuously and vigorously to completion, and in order that work may be executed economically and to the best advantage a continuing contract in the amount necessary for completion should be authorized and the appropriation recommended for the fiscal year 1912 is based on the assumption that this will be done. July 1, 1909, balance unexpended_- -__---------.------__ $286, 932.07 Amount appropriated by river and harbor act approved June 25, 1910---------------------------------------------------- 75, 000. 00 Received from sales---------------------------------------- 71.35 362, 003. 42 June 30, 1910, amount expended during fiscal year: For works of improvement __-- $123, 390. 66 For maintenance of improvement______----- 2, 424. 83 125, 815. 49 July 1, 1910, balance unexpended ----------------------------236, 187. 93 July 1, 1910, outstanding liabilities _.-------.......______- 5, 177. 18 July 1, 1910, balance available- . -. . ------------------- 231, 010. 75 July 1, 1910, amount covered by uncompleted contracts ----------- 141, 576. 38 Amount (estimated) required for completion of existing project___ a955, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement .------------------------- a 300, 000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix W W 2.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 973 S. Grays Harbor (inner portion) between Aberdeen and the en- trance to said harbor, and Chehalis River, Washington.-There are two main channels traversing the inner or eastern part of Grays Har- bor from east to west--the North and South channels. There was also formerly a Middle channel connecting the North and South channels. The South channel is shoal and is but little used. The North channel is used by all ocean-going vessels entering the harbor. There are two shoals in the North channel, one about 2 miles below Hoquiam and one between Hoquiam and Aberdeen. The ruling depth over these shoals was originally 8 feet at mean low water. The chan- nel widths were ample. The Chehalis River is in the southwestern part of Washington. It has a westerly course and empties into Grays Harbor Bay at its eastern extremity. From the mouth to Montesano, 15 miles, there is about 10 feet of water at high tide. From Montesano to Elma, 16 miles, there is generally sufficient water for light-draft boats. There is practically no navigation above Elma and no regular boats go above Montesano. The river is used extensively for floating saw logs. The original project for the inner harbor, adopted by Congress July 13, 1892, provided for the construction of piles, brush, and stone dikes to partly close up the South and Middle channels and concen- trate the flow of water in the North channel, thereby increasing the depth of water by scour. The shoals above and below Hoquiam were to be dredged to a depth of 16 feet at half tide. The amount expended prior to operations under existing project was $93,999.06. The original project for Chehalis River, adopted by Congress August 2, 1882, contemplated the removal of snags and other obstruc- tions which may accumulate in the portion of the river regularly used by boats. The estimated cost is $50,000. The existing project, adopted by the river and harbor act of March 2, 1907, provides for a channel 200 feet wide and 18 feet deep at mean lower low water from Cosmopolis to deep water below Hoquiam, and removing snags from the Chehalis River, at an estimated cost of $187,500, in accordance with House Document No. 507, Fifty-ninth Congress, first session. This sum was appropriated and expended, but was not sufficient to secure a channel of the contemplated width. The full project width and depth in the channel below Hoquiam has since been obtained with funds ($25,000) provided by the river and harbor act of March 3, 1909. The work was done by the govern- ment dredge Oregon. It is expected to enlarge the channel between Cosmopolis and Hoquiam to project dimensions early in the next fiscal year. The project for the Chehalis River, adopted by the river and harbor act of June 25, 1910, contemplates providing a channel 6 feet deep at low water from Cosmopolis to Montesano, and the construction of dikes to concentrate the current over certain shoals, in accordance with plan printed in House Document No. 1125, Sixtieth Congress, second session. The estimated cost of the proposed work is $50,000, the said act making an appropriation of $32,500. Report on examination and survey of the Chehalis River, made in compliance with the river and harbor act of March 2, 1907, was 974 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. published in House Document No. 1125, Sixtieth Congress, second session. To June 30, 1910, $277,603.21 had been expended under the above project for Grays Harbor, inner portion, of which $27,604.88 was applied to maintenance of dikes and for surveys. The maximum draft that could be carried June 30, 1910, over the shoals below Aberdeen at mean lower low water was 18 feet. The maximum draft that could be carried June 30, 1910, at mean low water at Montesano was about 5J feet. The tidal variation is 8J feet in the inner harbor and 7 feet in the Chehalis River. The commerce benefited by this improvement consists very largely of floating and towing logs and carrying lumber in sailing vessels and steam schooners. The appropriation recommended will be applied to completing the work in Chehalis River as authorized. Exports anM imports. Calendar year. Short Value. Calendar year. Short Value. 1898............... ....... .... 2,730 $293,610 1904.......................... 5,637 $248,825 1899....... .................2,232 352,316 1905........................ 17,195 650,428 1900......................... 4,376 132,157 1906....................... 11,567 773,574 1901........................ 5,706 200,264 1907........................... 9,414 687,703 1902........................ 3,529 157,532 1908........................ 38,004 595,718 1903....................... 4,972 139,150 1909..... ................... 383,106 4,921,235 No definite information of reduction of freight rates on account of the improvement has been received. Reference to reports, projects, etc., may be found on page 785 of the Annual Report of the Chief of Engineers for 1907. July 1, 1909, balance unexpended ______________________-__ $29, 163. 17 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 32, 500. 00 61, 663. 17 June 30, 1910, amount expended during fiscal year: For works of improvement__________---_____ $17, 573. 94 For maintenance of improvement -------------- __ 7, 164. 50 24, 738. 44 July 1, 1910, balance unexpended--____________________ ___- 36, 924. 73 July 1, 1910, outstanding liabilities_____________________________ 3, 013. 48 July 1, 1910, balance available__--------- __________ _______ 33, 911. 25 Amount (estimated) required for completion of existing project____ a 10, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement___________________________ a 10, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix W W 3.) 4. Puget Sound and its tributary waters, Washington.-Most of the channels of Puget Sound proper have ample depths for purposes of navigation, but the extensive lumber and fishing industries in these a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 975 waters render it very important'to maintain a general supervision over the navigable channels, to regulate the construction of fish traps, log booms, and other structures incident to these important industries, -and to prevent obstructions which are detrimental to general naviga- tion. A number of streams and rivers tributary to Puget Sound are of great value to boat navigation, but they are all liable to be ob- structed by the debris generally found in streams flowing through a heavily wooded country. All these streams are used to a greater or less extent for floating logs and shingle bolts, and the towing of log rafts and timber prod- ucts constitutes the main part of the commerce. The distance up- stream to which boats run is extremely variable, depending on the stage of water and tide. Steamboat navigation on the Skagit extends as far up as the mouth of the Sauk, but boats do not often ascend above Hamilton or Birdsview. On the Stilaguamish boats do not go above Florence, 6 miles from the mouth. The Snohomish is navigable for river boats to the Forks, 22 miles, and the lower portion of one of its tributaries, the Sky- komish, is navigable at high stages. The Snoqualmie River is naviga- ble at a low-water stage for a distance of 30 miles from the Forks, and at high stages for an additional distance of 20 miles. On the Duwamish small boats go as far as the junction of the White and Black rivers, about 16 miles from the mouth. Under favorable con- ditions they can go several miles up the White, and occasionally boats pass up the Black into Lake Washington. On all these streams the distances to which steamboat navigation actually extends are generally less, and the distances over which towing and floating of logs extend are greater than the distances above named. None of these streams is closed in winter by ice. All are affected by the tidal variation in Puget Sound, which is large and extremely irregular. The work of improvement' consists in the maintenance of the navi- gable channels by snagging and removing obstructions. Formerly works of improvement were carried on under specific appropriations, but since the act of June 13, 1902, appropriations have been made in the present general and comprehensive form except in cases of large local works. This method operates greatly to the advantage and economy of the work. The amount expended to June 30, 1910, was $364,560.88. The act of March 2, 1907, provided for the removal of the rock in the entrance to Roche Harbor at a cost not to exceed $30,000. The work was begun October 1, 1907, under contract, and completed April 17, 1908. The water traffic on Puget Sound and its tributary waters is very large and rapidly growing. It includes vessels of about every type and size in use throughout the world, but it is quite impracticable to give in the form of concise statistics a condensed statement of the amount and value of the commerce more or less directly benefited by work under this appropriation. Statistics have been compiled only for the tributary streams on which the snag boat has mostly worked. 976 REPORT OF THE CHIEF OF NGINEERS, V. S. ARMY. Ecports and imports. Calendar year. ons. Value. Calendar year. . Valueons. 1898......... .......... 12,676 $539,406 1904....... ........... 92,465 $1,790,823 1899.................... 13,500 577,586 1905................... 86,412 1,817,048 1900 ........... ......... 35,066 1,324,926 1906.................... 167,197 1,898,057 1901 ........ ............ 30,155 1,499,420 1907... ................. 124,336 3,011,146 1902......... ............ 61,794 2,324,980 1908.................... 44,922 1,659,930 1903....................... 94,274 3,193,458 1909-............. ........ 143,770 1,250,634 No definite information relative to effect of the work on freight rates is available. Reports of examinations and surveys of the rivers of Puget Sound are referred to in Annual Report of the Chief of Engineers for 1904, page 692. Reports on examinations and surveys of the Skagit and Snohomish rivers under the river and harbor act of March 2, 1907 were pub- lished in House Documents Nos. 1188 and 1108, Sixtieth Congress, second session. Reference to reports on the examination and survey of the Duwa- mish River authorized by the river and harbor act of March 3, 1905, will be found on page 787 of the Annual Report of the Chief of Engi- neers for 1906. Report on an examination of the Nooksak River was published in House Document No. 414, Sixty-first Congress, second session. There is a considerable amount of miscellaneous work in the dis- trict that is paid from this appropriation, such as investigation of harbor lines, bridges, obstructions, occasional surveys, gauge read- ings, etc. The snag boat was in commission eleven months and out of com- mission one month for repairs during the year. The vessel was re- paired, new derrick system installed, and an orange-peel bucket added to the equipment. Snagging was done in the rivers tributary to Puget Sound, chan- nels were dredged through bars in the Skagit River, Stilaguamish River, and Swinomish Slough, and the snag boat assisted in the con- struction of mattress sills in Hatt Slough and North Fork of the Skagit River. The appropriation recommended will be applied to the operation of the government plant in the maintenance of navigable channels and the removal of obstructions to navigation. July 1, 1909, balance unexpended-------------------------------$27, 901.90 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 100, 000. 00 Received from sales, etc------------------------------------ ----- 94. 45 127, 996. 35 June 30, 1910, amount expended during fiscal year, for works of improvement -------------- ------------------------ 27, 173. 28 July 1, 1910, balance unexpended------------------------ ------- 100, 823. 07 July 1, 1910, outstanding liabilities------------------------------- 14. 93 July 1, 1910, balance available --------------------------------- 100, 808.14 RIVER AND HARBOR IMPROVEMENTS. 977 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement and for maintenance----------_ 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 W W 4.) 5. Inspection of fish traps, etc., Puget Sound, Washington.--The fishing industry on Puget Sound has rapidly developed during the past few years, and it has now reached very large proportions. Until six years ago the fish traps were placed with little or no regard to the established aids to navigation or to the laws relative to structures in navigable waters; but during the year 1.904 the fishing companies were brought to the adoption of a different policy. The work of supervision and inspection has been done under allotments from the appropriation for " Examinations, surveys, and contingencies of riv- ers and harbors." As a general rule all the fish-trap owners and fishing companies now readily conform to the requirements that have been imposed for the safety of navigation, and the federal supervision of the traps in the interest of navigation is recognized locally as most necessary and beneficial to the public interests. The total amount expended to June 30, 1910, was $33,634.51, of which $2,163.62 was expended during the year. Form of permit and rules relative to lights and fog signals were published in the Annual Report of the Chief of Engineers for 1905, pages 2558-2560. (See Appendix W W 5.) 6. Harbor of Olympia, Wash.-Olympia is situated at the extreme southern point of Puget Sound at the head of Budd Inlet. The upper end of this inlet is shoal. Shoal water extends northward from the Fourth Street Bridge for a distance of 8,750 feet to a depth of 12 feet at mean lower low water in Budd Inlet. Originally nothing but shallow-draft boats could reach the wharves near Fourth Street Bridge, and those only at high tide. The original project, adopted by Congress by act of July 13, 1892, contemplates dredging a channel on the east side of the harbor 250 feet wide and 12 feet deep at the mean of the lower low waters from the vicinity of the Fourth Street Bridge to deep water in Budd Inlet, with a turning basin 500 feet wide at the lower end. The estimated cost was $147,000. The river and harbor act of June 25, 1910, modified and extended this project in accordance with plan printed in Rivers and Harbors Committee Document No. 5, Sixty-first Congress, second session, which contemplates obtaining a channel 12 feet deep at mean lower low water on the west side of the harbor, with a turning basin at its inner end 800 feet long and 400 feet wide, at a cost of $58,000, with $1,160 annually for maintenance, subject to certain conditions as to cooperation on the part of local interests, as recommended in the said document, the act making an appropriation of $15,000. The amount expended to June 30, 1910, was $139,946.09, of which $1,066.86 was for maintenance. The dredging of the channel and basin on the east side of the har- bor was completed under contract, in accordance with the project. a Exclusive of the balance unevl'entded Jly 1, 1910, 56932 0 -ENN 1910---62 978 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried through the channel and basin on June 30, 1910, at low water was 12 feet. The maximum tidal variation is about 20 feet. The commerce of the harbor is of general character and is carried on by ocean-going sailing vessels engaged in the lumber trade and by a variety of the smaller classes of boats plying between the ports of Puget Sound. Use of the dredged channel is limited to boats of rela- tively light draft, while sailing vessels carrying lumber now reach wharves near the entrance to the dredged channel at high tide and lie in a dredged basin while loading. Exports and imports. Calendar year. Short Value. , Calendar year. tons. Value. 1898........................ 52,335 $1,203,226 1904. ........................ 20,152 $356, 450 1899............ .............. 42,694 1,173, 684 1905 ....................... 62, 804 2, 069, 289 1900 ......................... 35,466 848,703 1906........................ 82,024 2,363,433 1901........................ 44,559 951,435 1907 .................... . 95,171 2,846,955 1902 a ... .......... ....... .......... 1908 ........................ 51,140 2,737,708 1903 ..................... 40,333 341,635 1909..................... 116,1951 1,611,387 a Not obtainable. No definite information as to the effect on freight rates of the work done is available. Description and map are published in Annual Report of the Chief of Engineers for 1900, pages 4481 to 4483. Reports on examination and survey of Olympia Harbor are re- ferred to in Annual Report of the Chief of Engineers for 1904, page 694. Reference to reports on examination and survey authorized by the river and harbor act of March 3, 1905, will be found on page 787 of the Annual Report of the Chief of Engineers for 1906. Further consideration of the examination and surveys of Olympia Harbor was given by the Board of Engineers for Rivers and Harbors in compliance with a resolution of the Committee on Rivers and Harbors of the House of Representatives, and the Board's report was published in Rivers and Harbors Committee Document No. 5, Sixty-first Congress, second session. Active steps have been taken by local interests to comply with the conditions imposed by the act of June 25, 1910, in connection with the new project for this locality, and it is expected that a channel of reduced dimensions will be made during the coming year with the funds now available. Any further work to be authorized for this locality should be provided for by a single appropriation sufficient to complete the project. July 1, 1909, balance unexpended____-------- __------------- $7, 053. 91 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------- 15, 000.00 July 1, 1910, balance unexpended__-- _ ___-------------------- 22. 053. 91 Amount (estimated) required for completion of existing project__ a43, 000. 00 (See Appendix W W 6.) a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 979 7. Hammersy Inlet, Puget Sound, Washington.-The mouth of this inlet lies about 10 miles north of Olympia. From its mouth to Shelton, a distance of 7 miles, the inlet is narrow and has suffi- cient depth for commercial purposes, except at three localities, where the depths at extreme low tide are from 4I feet to 6 feet. The extreme tidal range is 22 feet. A report of an examination and survey of Hammersly Inlet, made in compliance with the provisions of the river and harbor act of March 3, 1909, was published in House Document No. 213, Sixty-first Congress, second session. The original and existing project of October 22, 1909, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 213, Sixty-first Congress, second ses- sion, and contemplates removal of material at three places-near the entrance, at Cape Horn bar, and at No. 3 bar-to provide a channel 9 feet deep at extreme low water and 150 feet wide, at an estimated cost of $9,000, all of which has been appropriated. This is a new work, and no expenditures have been made to June 30, 1910. The only part of this inlet used as a commercial waterway is the stretch between its mouth and Shelton, but the inlet is navigable in part for a distance of 10 miles above Shelton. Tonnage. Logs and Valu GeneralPa Calendar year. lumber. Value. merchan- Pssen- dis. gers. Short tons. Shorttons. 1906........ ............ .......................... 248,148 $1,233,127 7,617 30,865 1907..........................................................................196,654 1,043,431 7,578 30,765 1908.. ............................................. 203,742 852,744 7,070 27,234 1909 ........ ............................................. 230,132 1,170,425 6,114 .. It is not expected that the proposed improvement will appreciably affect freight rates, but the delays caused by waiting for high tide will be avoided. Amount appropriated by river and harbor act approved June 25, 1910_ $9, 000.00 July 1, 1910, balance unexpended__------------------------------- 9, 000. 00 (See Appendix W W 7.) 8. Tacoma Harbor, Washington.-At the southern end of the har- bor are extensive tide flats, which are bare at low water. Outside of these tide flats the depth increases very rapidly up to depths of 200 feet or more, reaching depths as great as 600 feet at the mouth of the bay, about 3 miles distant from the low-water line at its southern end. The principal water front of Tacoma is along the southweste n shore of the bay. Harbor lines have been established around the south end of the bay and along its western side. In order to facilitate commerce several waterways extending into the flats or tidelands have been laid out. One of these is known as the City, or West, waterway. The harbor of Tacoma may be considered to embrace all of Commencement Bay, including the waterways mentioned. The extreme tidal variation is some 18 feet; mean variation, 14.5 feet. 980 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original and existing project for improvement of the City waterway, adopted by Congress by the act of June 13, 1902, con- templates dredging in the City waterway from deep water in Com- mencement Bay to Eleventh street to a depth of 25 feet, from Elev- enth street to Fourteenth street to a depth of 18 feet, and from Fourteenth street to the south end of waterway to a depth of 15 feet at extreme low water. The dredging was done under a continuing contract. The amount expended to June 20, 1910, was $321,926.15, of which $12,322.71 was for maintenance, inspections, and surveys. The City waterway was completed according to the project, but deterioration, due to sluicing operations and sewer deposits, has taken place at the upper end. With this exception the prescribed depths could be carried for the whole length and width of the waterway on June 30, 1910. The act of March 3, 1905, provided for improvement of the Puy- allup waterway by dredging a channel 500 feet in width and 3,650 feet in length from its northern end and to a depth of 28 feet at extreme low water, in accordance with the report submitted in House Docu- ment No. 520, Fifty-eighth Congress, second session, at an estimated cost of $240,000. The same act appropriated $40,000 and authorized continuing contracts for completing the project in the sum of $200,000, which has been appropriated. The act required that certain portions of the necessary work should be done without expense to the United States, and that provision for permanent maintenance of the project without expense to the Government should be made. The conditions named in the said act were complied with, and a contract was let for the work October 3, 1907. The total quantity of material excavated and placed in fill under this contract was 1,811,599 cubic yards, of which 921,599 cubic yards were excavated during the fiscal year. In November, 1909, when more than one-half of the work in Puyal- lup waterway had been completed, several violent freshets occurred, as a result of which large quantities of material were brought down and deposited within the improved area, practically obliterating the work done by the United States. A series of soundings, taken Decem- ber 1, 1909, showed that the deterioration from natural causes ex- ceeded 1,000,000 cubic yards. A certain amount of filling had been taking place ever since the work was begun, but the great bulk of it occurred during the month of November, 1909. These circumstances and the possibility of their recurrence have thrown serious doubt upon the practicability of completing the project, while even if com- pleted the cost of maintenance would be so excessive that it does not seem probable that the city of Tacoma would be able to carry out its agreement to maintain this project. It is certain that the channel ,%ould be seriously impaired by every freshet, as the dredged channel, of easy slope, acts as a catch basin for the vast quantities of material eroded and brought down by the rapid currents above. These adverse conditions were not foreseen at the time of the adop- tion of this project, as they are largely due to the fact that, owing to a severe flood in November, 1906, the White River was turned bodily into the Puyallup River at a point near Sumner. The White River being considerably the larger of the two streams, the Puyallup was thus required to carry more than double its former normal flow; and RIVER AND HARBOR IMPROVEMENTS. 981 as both rivers are heavy silt carriers, the effect of this change was highly detrimental to the work in Puyallup waterway. In view of the above, the existing contract was terminated on April 26, 1910, the contract expiring by limitation on that date. This action was subsequently sanctioned by Congress in the river and harbor act of June 25, 1910, which also directed the suspension of further work under the project until local interest shall divert the Puyallup River so it no longer empties into the Puyallup waterway, or otherwise prevent deposits therein from said river, as recommended in a report by the Board of Engineers for Rivers and Harbors printed in Senate Document No. 418, Sixty-first Congress, second session. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1903 ....................... 1,715,085 $58,153,845 1907 .... ......... 1,570,396 $54,163,018 1904.........................1,561,074 53,726,772 1908.............. . 1,183,296 44,694,148 1905...................... 1,844,338 65,613,183 1909................... ... 1,097,938k 35,554,496 1906...................... 1,120,070 48,253,383 No definite information is available as to the effect of the improve- ment on freight rates. Reports dated April 26, 1907, April 4, 1908, and August 31, 1908, respectively, on preliminary examination and survey of Puyallup River, Washington, with a view to straightening channel and secur- ing suitable depth to the city of Puyallup, are printed in House Docu- ment No. 1107, Sixtieth Congress, second session. The locality was not considered worthy of improvement by the General Government in the manner proposed. Preliminary examination and survey of Tacoma Harbor, Washing- ton, with a view to extending the Puyallup waterway 5,000 feet or less, was published in House Document No. 832, Sixty-first Congress, second session. Report by the Board of Engineers for Rivers and Harbors, in response to a resolution of the Committee on Commerce of the Sen- ate, reviewing the project for the improvement of the Puyallup waterway, was published in Senate Document No. 418, Sixty-first Congress, second session. July 1, 1909, balance unexpended_ ------ Received from sales, etc-.--------------- ----- ______ - - ___-__-_ .. . $211, 578. 51 .40 211, 578. 91 June 30, 1910, amount expended during fiscal year, for works of im- provement------------ ------- --------------- 118, 504. 66 July 1, 1910, balance unexpended---------------------------- 93, 074. 25 July 1, 1910, outstanding liabilities _---________ ---- --- __ . 10. 50 July 1, 1910, balance available_____---------- __--------_ 93, 063. 75 (See Appendix W W 8.) 9. Waterway connecting Puget Sound with Lakes Union and Wash- ington; Washington.-Lakes Union and Washington are bodies of fresh water near Puget Sound, in the immediate vicinity of the city of Seattle. Lake Union is entirely within the city limits. The pro- 982 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. posed improvement originally contemplated a ship canal connecting both lakes with the sound. There is no navigable connection at present with Lake Union, but Lake Washington, through the Black and Duwamish rivers, has a navigable connection of limited depth with Puget Sound. A succinct history of the project and references to reports, etc., may be found on pages 791 to 793 of the Annual Report of the Chief of Engineers for 1907. The only actual work done on the proposed waterway has con- sisted of dredging a channel from the sound to the wharves at Bal- lard, in Salmon Bay, and the excavation of a cut between Lake Union and Salmon Bay, for the control of the water level in Lake Union. The work was done under the river and harbor acts of June 3, 1896, and March 3, 1905. It has resulted in a channel 50 feet wide and 16 feet deep at low water from Puget Sound to a point 2,000 feet west of the lock site. From this point to the lock site the chan- nel is 75 feet wide and 16 feet deep. From the lock site to the rail- road trestles at the eastern part of Ballard Harbor the channel is 75 feet wide and 10 feet deep at low water. A turning basin ranging from 175 to 500 feet in width has been dredged at Ballard. The river and harbor act of June 25, 1910, made provision for continuing the improvement of this waterway by adopting the plan presented in House Document No. 953, Sixtieth Congress, first ses- sion, which contemplates the construction of a double lock, the said lock to be located at the Narrows, at the entrance to Salmon Bay, and an unbroken channelway through Salmon Bay and Lake Union to Lake Washington, the difference in the level of the two lakes to be overcome by lowering the surface of the latter to the plane of the former, at an estimated cost of $3,554,932; the work to be done by the Government being the construction of the double lock and necessary accessory works, which is estimated to cost $2,500,000. The said act makes an appropriation and authorization for this work in the sum of $2,275,000, subject to the following provision- That before beginning said work, or making such contract or contracts, the Secretary of War shall be satisfied that King County, or some other local agency, will do the excavation in the waterway above the lock to the dimen- sions recommended in said project, and will also secure the United States from liability for any claims or damages on account of the grant made to James A. Moore or his assigns by the Act of Congress approved June eleventh, nineteen hundred and six, or on account of the lowering of the level of Lake Washington, raising the level of Salmon Bay, or any other alteration of the level of any part of said waterway. The amount expended to June 30, 1910, was $471,812.19. Of this amount $24,732.35 was expended in maintenance and on improve- ment of drainage of Lake Washington. The expenditures during the past year were for operating outlet gates and general care of the right of way. The present commerce benefited by the improvement of the chan- nel to Ballard is the towing of logs to the mills at Ballard and the export of lumber and shingles from that place. Logs are brought in in rafts and lumber is loaded on sailing vessels and scows at the mills and then towed to the open sound. It has not been practicable to determine what effect the improve- ment work has had upon freight rates. RIVER AND HARBOR IMPROVEMENTS. 983 The maximum draft that could be carried to the wharves at Bal- lard, June 30, 1910, at extreme low water, was 10 feet. The maxi- mum tidal variation is about 18 feet. Early in 1906 a movement was started for the construction of the canal with local funds and to this end secured the passage of an act of Congress, approved June 11, 1906, authorizing James A. Moore or his assigns to construct a canal along the government right of way connecting the waters of Puget Sound with Lake Washington. This act was modified by the act of March 2, 1907, so as to permit Mr. Moore or his assigns to commute the work required under the pre- vious act to excavation alone of a canal from deep water in Puget Sound to deep water in Lake Washington, with a bottom width of 75 feet and a depth at mean low water of 25 feet. The same act di- rected a survey and estimate of cost of a canal with a single lock, and a report as to what contribution, if any, local interests would make toward its construction. To assist the United States through the agency of the Moore acts in building a canal, the county of King voted a bond issue of $500,(00 on September 12, 1906. These bonds were declared invalid by the supreme court of the State. An attempt was made by the legislature to remedy the defect, but its efforts were not upheld by the supreme court. On March 13, 1907, the state legislature passed an act creating a local assessment district, embracing territory that would be benefited by the canal, and empowering the district to raise by taxation a sum not exceeding 1 per cent of the taxable valuation of the county, and to use the money so received to aid in constructing the canal. The board of appraisement was appointed by the local United States dis- trict judge, and the money is to be expended under the direction of the United States engineer officer in charge of the local engineer dis- trict. Under this act the district was duly formed by the necessary action of the county commissioners, the board of appraisement was appointed, and the work of making the assessment is completed. The assessment has to be considered by the county commissioners sitting as a board of equalization, after which it is subject to collec- tion, either in cash or in issue of bonds. The board of county com- missioners declined to act as a board of equalization, and proceedings were begun in the superior court to compel the commissioners to act. The lower court rendered a decision against the contention of the county commissioners, but upon appeal to the supreme court of the State the county commissioners were upheld. An application for a rehearing has been made. The sum to be raised under the assessment act is $1,075,000, which is intended to yield, after the cost of assess- ment and collection and other incidental expenses are paid, the sum of $1,000,000 in aid of the canal. On March 17, 1909, the state legislature passed an act creating the state shore-land improvement fund and appropriated out of said fund the sum of $250,000 to be expended in the construction of the Lake Washington Canal, under the direction of the United States engineer officer in charge of the local engineer district. A report on survey required by the river and harbor act of March 2. 1907, was published in House Document No. 953, Sixtieth Congress, first session. 984 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Exports and imports. Calendar year. tons. Value. tons. Calendar year. .ltons. tons.r Value. 1901........ .......... 410,565 $2,002,950 1906................. 705,841 $3,993,410 1902 ................. 428,073 2,432,401 1907........................ 797,228 5,520,518 1903 .... .................. . 524,500 2, 219,000 1908 ....................... 530,352 3,098,954 1904 ............. .......... 584,079 2,520,785 1909.................... 616,318 10,108,961 1905.................... 888,161 4,588,198 NOTE.-The above includes only the present commerce of Ballard and Salmon Bay, Lake Union, and Lake Washington. The loading of vessels with lumber has been largely facilitated by the work done in Ballard Harbor. Formerly the lumber was taken out by means of lighters to the vessels anchored in the Sound. Now all but the largest vessels are brought to the mills to receive their loads. In view of the legal complications and opposition to this project on the part of some of the local interests, it is not anticipated that the conditions precedent to commencement of this improvement can be complied with in time to necessitate further appropriation at this time. July 1, 1909, balance unexpended-------------------------------- $4, 927. 73 Amount appropriated by river and harbor act approved June 25, 1910 ---------------------------------------- 155, 000. 00 Received from sales, etc--------- ____---------- __-___ 1. 95 159, 929. 68 June 30, 1910, amount expended during fiscal year, for main- tenance of improvement , 739. 42 1--------------------------- July 1, 1910, balance unexpended------------------------------ 158, 190. 26 July 1, 1910, outstanding liabilities---------------------------- 76. 13 July 1, 1910, balance available-------------------------------- 158,114.13 Amount (estimated) required for completion of existing project a 2, 125, 000. 00 (See Appendix W W 9.) 10. Everett Harbor, Washington.-At this harbor the southern part of the water front has ample depth and is accessible for vessels of the deepest draft. The northern portion was inaccessible on account of the delta formation or tide flats off the mouth of the Sno- homish River and the whole water front was exposed to westerly storms. The original project was as follows: First, to excavate a harbor basin in the shallows and tide lands adjoining deep water near the river's mouth; second, to dredge a channel from this through the tide flats and the Old River mouth to deep fresh water in the Snohomish River, this channel being designed to bring fresh water to the harbor basin and to afford facilities for navigation about the peninsula on the east; and, third, to protect and maintain this harbor and channel across the tide flats by a bulkhead interposed between them and the open waters of the Sound, the bulk- head to act as a' retaining wall for the material dredged from the harbor. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 985 By authority of joint resolution of Congress approved April 23, 1902, the work in Old River was discontinued, the project for a fresh- water basin was abandoned, and the further expenditure of the funds has been for deepening and widening the harbor basin and channel through the tide flats and repairing the bulkheads. The estimated cost of the improvements was $422,000, all of which has been appropriated. The amount expended on project to June 30, 1910, was $417,577.77, of which $2,867.73 was for maintenance and $3,000.90 for purchase of quarry at Goat Island. A dike for the purpose of retaining the dredged material has been built from the lower end of Smiths Island along the established bulk- head line for a distance of 19,336 feet. At the southern end of this work an outside bulkhead 200 feet from the other has been built for a distance of 2,600 feet. These dikes have been repaired, raised, and strengthened. The channel leading north from the basin had been dredged to a depth of 6 feet at low water for a distance of 6,000 feet. A channel in the Old River had been partly dredged for a distance of 11,600 feet downstream before this part of the work was discontinued under the resolution of Congress above referred to. The harbor basin has been dredged for a length of 5,500 feet and for a width of 400 feet and depth of 26 feet at mean low water. No work was in progress during the year. The maximum draft that could be carried through the dredged area June 30, 1910, at low water was 26 feet. The tidal variation is approximately 15 feet. The water traffic is varied in character and is carried on by sea- going vessels and the various types of sound and river boats. Lum- ber products, paper, and flour are the principal items of the export trade. Exports and imports. Calendar year. Short Value. Calendar year. Shortons. alue. 1898........................ 55,460 $2,545,054 1904....................... 163,347 $3,342,215 1899............ ............ 42,713 1,477,120 1905....................... 230,089 4,592,124 1900....................... 55,094 1,820,561 1906......... ......... . 159,203 3,820,860 1901 ........................ 71,881 2,712,260 1907 ....................... 143,710 4,725,700 1902....................... 85,263 4,024,584 1908........................ 167,667 7,116,547 1903..................... 79,394 2,510,417 The effect of the completed dike as a breakwater and protection for the wharves and mills abreast of it has been very beneficial, but the channel and harbor basin dredged have not yet been utilized for com- mercial purposes. So far as known, the improvement has not caused any reduction in freight rates. Reference to reports, etc., may be found on page 795 of the Annual Report of the Chief of Engineers for 1907. (See Appendix W W 10.) 11. Snohomish River, Washington.-This river has several other outlets or mouths, namely: Ebey Slough, Steamboat Slough, Union Slough, and Old River. None of these outlets has now a navigable 986 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. depth at low water, the flow being dissipated over the large area of tidal flats at the mouths. The tidal variation at the entrance to these outlets is approximately 15 feet. The work proposed is the improvement of Old River, which is a part of Everett Harbor, and the work under the existing project has been planned in connection with that already done under the project for improving the harbor at Everett, Wash., adopted by the river and harbor act of August 18, 1894, and modified by joint resolution of Congress, approved April 23, 1902. Reference to the original project and to reports is made in the annual report of the Chief of Engineers on page 795, 1907, and page 884, 1909. The existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with report printed in House Document No. 1108, Sixtieth Congress, second session, and contemplates the concentration of tidal flows and river currents by means of a training dike extending across the bar at the outlet of the Old River channel to a connection with the existing dike or bulkhead in Everett Harbor. the reinforcement of parts of the old bulkhead, the construction of mattress sills to the elevation of low water across subsidiary sloughs in the main river, and the dredging of a channel 75 feet wide and 8 feet deep at mean lower low water from the deep channel heretofore excavated in Everett Harbor to the mouth of Steamboat Slough. The estimated cost of the work is $280,000. This is a new work; there were no operations during the year and no expenditures made to June 30, 1910. Commercial statistics for Snohomish River are given in the report for Puget Sound and tributary waters. Report on an examination and survey of the Snohomish River made in compliance with the provisions of the river and harbor act of March 2, 1907, was published in House Document No. 1108, Sixtieth Congress, second session. It it not expected that the improvement, which is in the nature of a harbor extension, will have any effect on freight rates. The exports and imports for the calendar year 1909 amount to 926,183 short tons, valued at $7,203,365. The appropriation recommended will be applied to completion of the existing project. The amount appropriated for this locality by the act approved June 25, 1910, is so small compared with the total estimated cost that its expenditure would probably result in little material benefit to the interests of navigation, and it is deemed unwise to start the work until additional funds are made available. While the estimate of $75,000 submitted for the year 1912 is considered all that will be actually needed for the first year's expenditures, in addition to the amount now on hand, to insure an economical and advantageous prosecution of the improvement, it should be carried to completion when once started, and it is recommended that when further provision is made for the work it should include a contract authorization for the addi- tional amount required to complete the project. RIVER AND HARBOR IMPROVEMENTS. 987 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------- $25, 000.00 July 1, 1910, balance unexpended_______________________-- 25, 000. 00 Amount (estimated) required for completion of existing project___ a255, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_ _.._______-- ____-----a75, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1889. (See Appendix W W11.) 12. Skagit River, Washington.--The Skagit River is the largest river in western Washington tributary to Puget Sound. The survey on which the present project was based covered that part of the river from Sedro-Wooley to its mouth, a distance of about 28 miles. For about 18 miles below Sedro the river flows in one channel; it then divides into two branches, the North Fork and the South Fork. Each of the two main forks subdivides into several smaller branches that find their way across the flats into Skagit Bay. The Skagit River is navigable for light-draft boats at all stages of water from the bar at its mouth to Mount Vernon, 11 miles, and at all stages, except extreme low water, to Avon, 3 miles above Mount Vernon. During ordinary high waters the river is navigable as far as Sauk River, 68 miles from its mouth. Navigation between the deep water in the river and deep water in Saratoga Passage is impracticable except on tides, due to a bar about 3 miles wide, over which the depths vary from 1 foot to 3 feet on low tide. The tidal variation at the mouth of the river is 12 feet. The Skagit River has been improved to the extent of removing snags and similar obstructions to navigation since 1882, under appro- priations for the operation of a snag boat on Puget Sound and tributary waters. The existing project, adopted by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 1188, Sixtieth Congress, second session, contemplates the construc- tion of a training dike from the mouth of the South Fork of the Skagit River across the flats to deep water in Saratoga Passage, regu- lating dikes and mattress sill near the head of the North Fork, and closing subsidiary channels at the delta of the river. The estimated cost of the work is $100,000, which amount is appropriated by the act. This is a new work. There were no operations during the year and no expenditures made to June 30, 1910. Commercial statistics for the Skagit River are given in the report for Puget Sound and tributary waters. Report on an examination and survey of the Skagit River was published in the Annual Report of the Chief of Engineers for 1898 (H. Doc. No. 204, 51st Cong., 2d sess.). A report. on an examination and survey made in compliance with the provisions of the river and harbor act of March 2, 1907, was published in House Document No. 1188, Sixtieth Congress, second session. The proposed improvement will probably not have any effect on freight rates, as the influence of water competition is already felt; but if successful, it will insure a continuance of existing conditions. * Exclusive of the balance unexpended July 1, 1910. 988 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Eports and imports. Calendar year. Short tons. Value. 1909................................. .. ........................... ......... 140,839 $2,781,602 Amount appropriated by river and harbor act approved June 25, 1910___ ----------------------------------------------- $100, 000. 00 July 1, 1910, balance unexpended----------------------------100, 000. 00 (See Appendix W W 12.) 13. Swinomish Slough, Washington.-This slough affords an in- land sheltered passage for small vessels from Puget Sound proper northward to Bellingham Bay and the Gulf of Georgia, and it is the only means of communication to the town of La Conner, located on the slough. At the northern end the slough opens out through the mud flats of Padilla Bay and on the south into Saratoga Passage through the mud flats, forming the delta of the Skagit River. The total distance from deep water in Saratoga Passage to deep water in Padilla Bay is about 11 miles. This waterway is of great im- portance to traffic between Puget Sound and points north in giving an inside passage for small craft in rough weather, and an outlet for the agricultural and timber products from the surrounding country. The original and present, project, adopted by Congress by act of July 13, 1892, contemplates dredging a channel 4 feet deep in Sara- toga Passage across Skagit flats, through the shoals of the slough proper, and across the flats of Padilla Bay to deep water, and build- ing dikes in Skagit Bay to control the tidal currents. The entire work done under this project was not entirely successful, owing to insufficient knowledge of the conditions and the character of the work required to meet them. The work of the last few years has been of a more substantial character. The amount expended to June 30, 1910, was $214,290.51, of which $31,233.45 was for maintenance. The dike work completed to date between La Conner and Saratoga Passage is as follows: Pile, brush, and stone dike on the north side of the channel from "Hole in the Wall," to opposite the west end of Goat Island, 7,100 linear feet; on the south side of the channel from the west end of Goat Island to deep water in Saratoga Passage, 3,650 linear feet; from McGlinns Island to the mainland in the direc- tion of La Conner, 3,500 feet; and opposite La Conner, 1,500 feet. The work accomplished has not had any effect on freight rates. A report on examination and survey of Swinomish Slough, upon which the plan of improvement is based, is referred to in Annual Report of the Chief of Engineers for 1904, page 699. Report on an examination and survey, with maps, authorized by the river and harbor act of March 3, 1909, was published in House Document No. 796, Sixty-first Congress, second session. During the year a dike 1,500 feet long was built opposite La Conner, at a cost of $9,000. This dike was built to contract the channel at that locality, with a view to removing a shoal, over which RIVER AND HARBOR IMPROVEMENTS. 989 the depths were, less than 2 feet at low water. Since the dike was built the depth has increased to more than 4 feet at mean lower low water. On June 30, 1910, the maximuni depth of channel at meali lower low water between Saratoga Passage and La Conner was 4 feet. A map showing parts of the improvement is published in the An- nual Report of the Chief of Engineers for 1900, opposite page 4488. The average tidal variation is about 8 feet. Exports an d imports. Calendar year. t Value. Calendar year. Shorts Value. 1898............... ....... 19,625 $882,345 1904......... ............ 56,262 $1,539,094 1899......................... 76,636 2,028,454 1905...................... 48,724 1,363,729 1900........................ 74,516 1,611,460 1906 .................... . 53,261 1, 494, 382 1901.......................... 136,747 2,991,330 1907..................... 46,289 1,582,666 1902 ........... ......................49, 914 1,472,847 1908 a.... ............. ................ ... 1903..................... 51,399 1, 473,197 1909..................... 54,163 1,358,460 a Not obtainable. July 1, 1909, balance unexpended- ______________------__-- - $10, 032. 68 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------- 10, 000. 00 20, 032. 68 June 30, 1910, amount expended during fiscal year, for work of improvement ------ 9, 323. 19 July 1, 1910, balance unexpended--------------------------- 10, 709. 49 (See Appendix W W 13.) 14. New Whatcom (Bellingham) Harbor, Washington.-The local name of the town at this place is now Bellingham. The mud flats in the harbor extend from the shore line to the 12-foot curve, a distance of 3,400 feet. A system of harbor lines for this harbor, approved by the Secre- tary of War under date of June 3, 1892, provides for three water- ways leading from deep water to the meander line. The original project, adopted by Congress by the act of June 13, 1902, contemplates dredging the Whatcom Creek waterway to a depth of 12 feet at mean lower low water and 200 feet wide from deep water as far as the railroad bridge, and to its full width inside this bridge. The estimated cost is $80,000. The amount expended to June 30, 1910, was $57,673.98, of which $1,092.05 was for maintenance and inspections. A channel 200 feet wide and 12 feet deep at low water, with turn- ing basin at inner end, has been dredged under contract. The chan- nel extends the full length of the waterway, and the basin at the inner end has full width of the waterway, 330 feet, and is 2,570 feet long. During the year no work has been in progress. The work contemplated by this project was completed at somewhat less than the estimated cost, and a larger amount of dredging was done than was expected with the funds available. The maximum draft that could be carried June 30, 1910, at mean lower low water over the full length of channel and turning basin was 12 feet. The range of tide is about 12 feet. 990 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Exports and imrports. Calendar year. Short Value. Calendar year. Short Value. 1902..................... 87,118 $2,872,789 1906.................... 292,592 $5,643,504 1903 .................... 101,989 1,835,486 1907...................... 319,613 7,209,796 1904............ ..... 236,669 4,225,480 1908.................... 133,355 a 1,762, 295 1905................. 254,240 4,690,936 1909....................... 334,501 8,857,250 * Incomplete returns only obtainable. The work has not yet produced any material effect on freight rates, so far as known. The commerce of this port is of a general nature, consisting largely of lumber, shingles, and fish. Vessels of the deepest draft can go as far as the entrance of the proposed dredged channel. Description of proposed work is published in the Annual Report of the Chief of Engineers for 1897, pages 3478 to 3481. Reports on examination and survey are referred to in the Annual Report of the Chief of Engineers for 1904, page 701. Report on examination and survey of Bellingham Bay, authorized by the river and harbor act of March 2, 1907, was published in House Document No. 1161,'Sixtieth Congress, second session. The river and harbor act of June 25, 1910, made an appropriation of $15,000 for continuing the improvement of this harbor in accord- ance with plan printed in House Document No. 1161, Sixtieth Con- gress, second session, so as to provide for the excavation of the outer portion of this waterway to an actual depth of 26 feet at low water and the inner portion to a depth of 18 feet, at an estimated cost of $92,250, subject to certain conditions as to cooperation on the part of local interests, as follows: That the United States shall be under no expense for the construction of bulkheads, groins, or filling, and that before any of the appropriation shall be available for expenditure, or any contract let for the improvement, satisfactory provision shall be made, to be approved by the Secretary of War, that in the prosecution and completion of the work of dredging said channel the cost and charges for the construction of the necessary bulkheads and groins, or for necessary filling, will be furnished upon demand of the United States engineer in charge, and the design and location of said bulkheads and groins shall be subject to his supervision; and that the United States shall have the right to deposit upon the lands adjacent to the waterway all the material excavated therefrom, and that all filling which may be done by other parties shall be in accordance with plans and specifications to be approved by the Secretary of War. At this date it is not known whether these terms of cooperation will be accepted by the local interests, and no estimate is submitted for funds for the prosecution of the work during the next fiscal year. Should the conditions imposed be accepted, the proposed improvement could be accomplished most economically and advan- tageously by a single appropriation of the full amount ($77,250) of the balance of the estimate, or by provision for the completion of the project under the continuing-contract system. The expenditure of so small an amount as the $15,000 appro- priated by the act of June 25, 1910, would probably result in little material benefit to navigation, and it is now proposed to hold this sum until satisfactory evidence as to compliance with the conditions of the act by local interests has been filed with the Secretary of War and further provision for the work shall have been made by Congress. RIVER AND HARBOR IMPROVEMENTS. 991 July 1, 1909, balance unexpended _______ ____________________ $2, 326. 02 Amount appropriated by river and harbor act approved June 25, 1910-------------- --- -------------------------------------- 15, 000.00 July 1, 1910, balance unexpended ____----- ---___ _----- 17, 326. 02 Amount (estimated) required for completion of existing project ... a77, 250. 00 (See Appendix W W 14.) 15. Columbia River between Wenatchee and Bridgeport, Wash.- The Columbia River between Wenatchee and Bridgeport, Wash., is about 80 miles in length, has sufficient depth for all purposes of navigation, and the only difficulties in the way of navigation are the swift currents and rocks and reefs which occupy the channels. The project adopted by the river and harbor act approved August 18, 1894, for the improvement of the Columbia River between the head of Rock Island Rapids and the foot of Foster Creek Rapids included the part of the river between Wenatchee and Bridgeport, and the amount expended on the original project was $8,005.20. The existing project, adopted by act of March 2, 1907, contem- plates the improvement of the river between Wenatchee and Bridge- port by the removal of rocks, bowlders, etc., and the construction of dikes and wing dams, at an estimated cost of $42,000. Owing to the great range of the river between high and low water and the short period at which it is at a stage low enough for prac- ticable operations, it was not possible to take up more than one of the several works embraced in the project. The only work done during the year was the blasting and partial removal of Chelan rock. The volume of rock removed can not be determined until next low water. The amount expended to June 30, 1910, was $35,571.49f of which $150 was for maintenance and inspections. The project is about 65 per cent completed. The variation in water surface is about 20 feet. The estimates originally submitted for this work were inadequate. At Methow Rapids the cost exceeded the estimate by nearly $15,000, and at Chelan the cost was about $9,000 in excess of the estimate. The river and harbor act of June 25, 1910, made an appropriation of $25,000 for this work. So far as known this improvement has not caused any reduction in freight rates. Exports and imports. Calendar year. tonshort Value Calendar year. ons Value. 1904 ....................... 24,506 $2,251,590 1907..................... 42,126 $3,091,550 1905......................... 39,827 3,169, 060 1908..................... 54,527 3,368,119 1906 ........................ 53,260 3,901,360 1909 ...................... 33,976 3, 929,990 Report of a survey including this part of the Columbia River was published in Annual Report of the Chief of Engineers for 1895, pages 3534-3542. Report on examination and survey of the part of the river between Wenatchee and Bridgeport was published in House Document No. 440, Fifty-ninth Congress, second session, and report on examination a Exclusive of the balance unexpended July 1, 1910. 992 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and survey of the part of the river between Bridgeport and Kettle Falls was published in House Document No. 16, Sixtieth Congress, second session. July 1, 1909, balance unexpended--------------------------------$9, 711.63 Amount appropriated by river and harbor act approved June 25, 1910 --------------------------------- 25, 000. 00 Received from sales, etc----------------------------------------- 2. 50 34, 714. 13 June 30, 1910, amount expended during fiscal year, for works of improvement ----------------------------------------- 3, 283. 12 July 1, 1910, balance unexpended--------------------------------31, 431. 01 July 1, 1910, outstanding liabilities-------------------------------- 20. 00 July 1, 1910, balance available ---------------------------------- 31, 411.01 (See Appendix W W 15.) 16. Columbia River between Bridgeport and Kettle Falls Wash- ington.-The river between the places mentioned is 162 miles long and is navigable for vessels at certain stages of water. The chief ob- structions to navigation are rapids caused at places by immense bowlders and at others by ledges of solid rock. The original and existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in Rivers and Harbors Committee Document No. 16, Sixtieth Congress, second session, and contemplates the removal of rocks and bowlders along the shores between high and low water, those exposed at low water and others that are submerged at low water, to a depth of 7 feet, all at an estimated cost of $100,000, which amount is appropriated by the said act, subject to the provision that the State of Washington shall furnish for the execution of the work the plant owned and em- ployed by it on this section of the river. The estimated quantity of rock to be removed is 64,000 cubic yards at thirty localities. This is a new work, there have been no operations during the year and no expenditures have been made to June 30, 1910. Report of survey of this portion of the Columbia River, in response to a resolution of the Commitee on Rivers and Harbors of the House of Representatives, was published in Document No. 16, Sixtieth Con- gress, second session. The proposed improvement will provide an outlet for traffic from territory not now reached by a railroad and will materially reduce the cost of transportation. Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------------------------------- $100, 000. 00 July 1, 1910, balance unexpended ------------------------------ 100, 000. 00 (See Appendix W W 16.) 17. Okanogan and Pend Oreille rivers, Washington.--(a) Okano- gan River.-This river rises in Canadian territory, flows in a south- erly direction, and empties into the Columbia. The lower portion, for a distance of 87 miles, lies in the northeastern part of Washington. The lower portion has sufficient depth and width for light-draft steamboat navigation for about four months each year, April to July, inclusive, but it is obstructed in places by shoalks and rocks, which interfere with navigation during low water. RIVER AND HARBOR IMPROVEMENTS. '993 The original and existing project, adopted by 'Congress by act of March 3, 1899, contemplates rock removal, the construction of wing dams, and snagging. By act of June 13, 1902, this work and that of the Pend Oreille were consolidated. The estimated cost was $30,000 for the Okanogan. The amount expended to June 30, 1910, was $38,044.25, of which $6,079.91 was for maintenance. Work of removing rocks and bowlders, wing-dam construction, and placing posts to assist vessels in hauling over rapids has been done at various points over about 40 miles of the lower portion of the river. Cables to assist vessels in passing the rapids were placed at seven places on the Okanogan River. During the year no work was done on the Okanogan River, the expenditures being in connection with inspection of the river and of bridges crossing it. The extreme variation of water levels at the junction with the Columbia is 37 feet; extreme variation 6 miles above said junction, 20 feet. The commerce of the river is carried on in small river steamers and consists of general traffic. Reference is made to the opinions expressed in the report of pre- liminary examination of the Okanogan River, made in compliance with the provisions of the river and harbor act of March 3, 1909, printed in House Document No. 359, Sixty-first Congress, second session. For the reasons shown in this report the Okanogan River is not considered worthy of further improvement by the General Gov- ernment. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1899..................... 1,733 $151,415 1905 ..................... 1,184 $228,675 (a) 1900......................... (a) 1906................... 1,960 253,880 1901....................... 983 ........... 1907..................... 2,040 400,100 1902 ..................... 1,571 119,065 1908.................... 1,104 210,040 1903 ...................... 6,317 458,705 1909............. ...... . 1,171 193,200 1904 ...................... 1,636 252,414 * Not obtainable. The freight rates on this river are believed to have been materially reduced since the work started, but no definite information is avail- able. Report on survey, with description of the river and the plan of improvement, are given in the Annual Report of the Chief of Engi- neers for 1898, page 3121. Report on examination of Okanogan River is published in Annual Report of the Chief of Engineers for 1895, page 3475. No additional work is contemplated on this stream. July 1, 1909, balance unexpended .....- _______ _____------- $1, 950. 33 July 1, 1910, balance unexpended ___------_-----__ 1,950.33 (b) Pend Oreille River.-This river forms the outlet of Pend Oreille Lake, in the northern part of Idaho. The obstructions to navigation consist of rocks and shoals in Box Canyon and in the section between this canyon and Albany Falls., 56932o-ENG 1910----63 994 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. The original and existing project, adopted by Congress by act of March 3, 1899, contemplates the improvement of Box Canyon by the removal of submerged rocks, the blowing off of projecting rocky points, and the removal of submerged rocks between Box Canyon and Albany Falls. The estimated cost was $30,000. A modified project, approved March 29, 1907, provides for dredging to a depth of 6 feet at low water through the bars in the Pend Oreille River between Newport and Box Canyon. The amount expended to June 30, 1910, was $32,224.16, of which $1,546.16 was for maintenance and inspections. Channels 75 feet wide and 6 feet deep at low water were dredged through the upper and lower bars at Boundary Island. The quantity of material removed was 6,938.6 cubic yards. Work was suspended on April 28, 1909, on account of high stage of river. During the working season of the present fiscal year 5,892 cubic yards of material were removed from Congress and Yakima bars. On account of unsatisfactory progress of the work and the doubtful benefit to be derived from further improvement of the river, the con- tract was annulled on April 14, 1910. A railroad has recently been completed between Newport and Ione, and will soon be extended beyond the head of Box Canyon. Since the completion of the railroad to Ione there has been no boat naviga- tion on that part of the river, except towage of piling and poles, and the depths in the river are sufficient for the class of vessels engaged in existing traffic. The railroad has absorbed practically all of the river traffic and there has been no regular boat service on the river since the railroad was built. For these reasons the Pend Oreille River between Newport and Box Canyon is considered unworthy of further improvement by the Government. Navigation through Box Canyon is possible except at high stage of water, but the danger in going down through the canyon and the expense of lining up are so great that river boats do not use it. The river is navigable throughout the year from Newport down to Box Canyon, a distance of 54 miles, except occasional interruption from ice. A channel depth of about 3 feet can be depended on. The extreme variation of water levels in the main river is from 17 to 20 feet; in Box Canyon the difference between extreme high and extreme low water is 48 feet. The commerce consists of towing logs and general traffic carried on by a number of small vessels. Heavy freight is carried mainly on barges in tow. Exports and imports. Calendar year. hort Value. Calendar year. Short Value. 1899 ...................... 2,617 $129,677 1905...................... 54,733 $462,814 1900 ........................ 1,921 97,125 1906........................ 32,943 501,834 1901..................... 13,917 134,280 1907.................. 2,227 152,500 1902 ...................... 15,868 500,200 1908...................... ..... 21,724 123,000 1903............ ............... 27,100 753,000 1909........................ ......... 4,679 101,120 1904......... ... ... ..... 39,974 358,453 RIVER AND HARBOR IMPROVEMENTS. 995 No effect on freight rates directly atributable to the improvement has been reported. Descriptions of the river and the plan of improvement are given in the Annual Report of the Chief of Engineers for 1898, page 3124. Report of survey of the river is referred to in the Annual Report of the Chief of Engineers for 1904, page 702. Report on an examination of the Pend Oreille River from Newport to Metaline, made in compliance with the provisions of the river and harbor act of March 3, 1909, was published in House Document No. 410, Sixty-first Congress, second session. July 1, 1909, balance unexpended---------------------------$14, 471. 09 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------------------------------- 4, 189. 83 July 1, 1910, balance unexpended ----------------------------10, 281.26 July 1, 1910, amount covered by uncompleted contracts---------- 1,237. 62 CONSOLIDATED. July 1, 1909, balance unexpended__---------------------------- $16, 421. 42 June 30, 1910, amount expended during fiscal year, for works of improvement------ ----------------------------------- 4, 189. 83 July 1, 1910, balance unexpended ---------------------------- 12, 231. 59 July 1, 1910, amount covered by uncompleted contracts---------- --- 1, 237. 62 (See Appendix W 17.) 18. Polson Bay, Flathead Lake, Montana.-Polson Bay is the name given to the extreme southern end of Flathead Lake. It is applied particularly to that section of the lake shore immediately in front of the town of Polson, which lies just at the outlet of the lake. Pol- son is on the Flathead Indian Reservation, and at present has a very small white population, limited to individuals who hold traders' li- censes. It is accessible by boat from the head of the lake, or by stage from Ravalli, a town on the Northern Pacific Railway, 35 miles south. Flathead Lake is subject to great fluctuations in level, due to the fact that its river outlet passes through a narrow gorge, which pre- vents the rapid discharge of flood waters. It is stated that this fluctuation in level is about 15 feet. The low-water depth in the lake is sufficient throughout the greater part of its area for the vessels now navigating it, but near the south- ern and eastern shores there are considerable areas of shoal water which make it difficult for boats to land. In front of Polson the shoal water extends for a distance of from a quarter to a half mile from shore. The bottom of the bay at this point appears to be com- posed generally of soft clay, but mixed with it and lying upon the surface are a considerable number of small bowiders, which it is sup- posed were brought down by ice from the rocky shores of Flathead Lake. The present steamboat landings extend into the bay from the high-water line about 400 feet to a point where the low-water depth is from 3 to 4 feet. The long flat in front of them, the great fluctua- 996 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tion in level, and the danger of damage from ice would make the extension of these wharves to deep water a costly undertaking, hence the desire to have a channel dredged from deep water in the lake up to the wharves. Navigation interests have themselves made small expenditures in improving the approach to the wharves by the re- moval of bowlders, but the work accomplished has not been sufficient to prevent vessels of the screw-propeller type from striking fre- quently these bowlders and damaging their wheels when approaching or leaving the wharves at Polson. The original and existing project adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 645, Sixty-first Congress, second session, and provides for the removal of bowlders and other obstructions which now obstruct the approach to the landing wharves and for obtaining a channel 100 feet wide and 6 feet deep at low water, with a turning basin near the wharves, at an estimated cost of $6,000, which amount is appropriated by the act. No expenditures were made to June 30, 1910. This is a new work, and there were no operations during the year. The traffic for the calendar year 1908 amounted to 3,000 short tons; passengers carried, 6,000. The report on an examination and survey was published in House Document No. 645, Sixty-first Congress, second session. It is not expected that the proposed improvement will have any effect on freight rates at the locality. Amount appropriated by river and harbor act approved June 25, 1910_ $6, 000. 00 July 1, 1910, balance unexpended__-_--- 000.00 -6, 6-------------------- (See Appendix W W 18.) 19. St. Michael Canal, Alaska.-The St. Michael Canal is a chan- nel running from St. Michael Bay to a point on Norton Sound about 38 miles from the Apoon mouth of the Yukon River. The port of St. Michael is about 3 miles from the mouth of the canal. The main part of the canal has sufficient water for the navigation of river boats plying on the Yukon River. The eastern entrance to the canal is, however, obstructed by shoals, and in the eastern portion there are several sharp bends that could be turned with difficulty by the larger river boats. The object of the improvement of the canal is to provide a shel- tered passage to river boats between St. Michael and the mouth of the Yukon River. The original and existing project contemplates dredging in the South Branch a channel 100 feet wide to a depth of 6 feet at mean low water at the entrance to the canal and the excavation of a cut of the same dimensions across the first bends. The estimated cost was $248,000. The project was adopted by the act of March 2, 1907, and the full amount of the estimate has been appropriated. To June 30, 1910, there has been expended on the existing project $247,573.26. RIVER AND HARBOR IMPROVEMENTS. 997 The original estimate for this work was based on a unit price for dredging of 50 cents per cubic yard, while the lowest bid received was $1.45 per cubic yard. To carry out the original project would require an additional ap- propriation of nearly double the amount heretofore appropriated. The river and harbor act of June 25, 1910, modified this project, in accordance with report printed in Senate Document No. 416, Sixty-first Congress, second session, so as to provide a reasonably good channel without the expensive cut-offs, by continuing the dredg- ing from point " A " to station " 11 A," excavating where necessary betwen station " 11 A " to point " B," and at two sharp bends between station " 11 A " and station " 28 A," as shown on map accompanying the said document, at an estimated cost of $143,000, which sum is appropriated by the act. The work under the project adopted by the act of March 2, 1907, has been completed as far as funds will permit. The work was done under a continuing contract during the seasons of 1908 and 1909. A channel 2.6 miles long, 100 feet wide, and 6 feet deep was excavated, and 157,990 cubic yards of material removed. With funds provided by the act of June 25, 1910, a contract has been made for completion of the project as modified. No work under this contract was done during the year. The maximum draft that can at present be carried at low water is 3 feet. The mean range of tide is 3J feet. Statement of freight between St. Michael and mouth of Yukon River. Calendar year. Short tons. Value. Calendar year. Short tons. Value. .............. 1897 ... ... 5, 270 $512,6501903.... ................. 20,000 $1,652,891 1898.............. ....... 22,117 2,132,580 1904..................... 17,356 1,316, 237 1899........................ 17,295 1,704,525 1905..................... 25,855 2,220,830 1900 ........................ 19,153 1,950,950 1906..................... 31,999 2,799,187 1901..................... 18, 153 1,844,651 1907. ....... .... 29,793 2, 493,697 1902........................ 16,008 1,630,9501908.... ................. 23,785 2,090,400 It is not expected that this improvement will have any effect on freight rates. July 1, 1909, balance unexpended________-- $185, 952.45 --------------------- Amount appropriated by river and harbor act approved June 25, 1.910 ------------------------------------------------------ 143, 000. 00 Received from sales, etc___--__---- ------------- __---------___ 1.55 328, 954. 00 June 30, 1910, amount expended during fiscal year, for works of improvement--------------------------------- ----- 185, 525. 71 July 1, 1910, balance unexpended -- ___________---__________ ___ 43, 428. 29 July 1, 1910, outstanding liabilities_---------------_--__________ 602. 10 .......-.----- July 1, 1910, balance available------------ - 142, 826. 19 July 1, 1910, amount covered by uncompleted contracts __ ..... ___ 117, 000. 00 (See Appendix W W 19.) 998 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 and survey of Hammersley Inlet, Puget Sound, Washington.-Reports dated May 3 and October 22, 1909, respectively, are printed in House Document No. 213, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $9,000 is presented. 2. Preliminary examination of Okanogan River, Washington.- Report dated May 20, 1909, is printed in House Document No. 359, Sixty-first Congress, second session. The locality is not deemed worthy of further improvement or maintenance by the General Gov- ernment at the present time. 3. Preliminary examination of Flathead River, Montana, from its mouth and by Kalispel Slough to Kalispel, with a view to securing a depth of 4 feet.-Report dated May 15, 1909, is printed in House Document No. 407, Sixty-first Congress, second session. The -im- provement of this locality is not considered worthy of being under- taken by the General Government at the present time. 4. Preliminary examination of Pend Oreille River between New- port and Metaline, Wash.-Report dated May 1, 1909, is printed in House Document No. 410, Sixty-first Congress, second session. The locality is not considered worthy of being improved by the General Government to any further extent than that contemplated with the funds now on hand and available. 5. Preliminary examination of Nooksak River to Lynden, Wash.- Report dated April 27, 1909, is printed in House Document No. 414, Sixty-first Congress, second session. This stream is not considered worthy of improvement by the United States at the present time. 6. Preliminary examination and survey of Willapa Harbor and River, Washington, to and through Raymond.-Reports dated April 19 and October 25, 1909, respectively, are printed in House Document No. 524, Sixty-first Congress, second session. A plan for improve- ment at an estimated cost of $218,132.20, provided local interests cooperate to the extent of bearing one-half the cost ($5,500.24) of certain dredging at the city of Raymond, etc. 7. Preliminary examination and survey of Polson Bay, Flathead Lake, Montana, with a view to dredging the channel and providing a harbor on the east side.-Reports dated May 19, and October 23, 1909, respectively, are printed in House Document No., 645, Sixty- first Congress, second session. A plan for improvement at an esti- mated cost of $6,000 is presented. 8. Preliminary examination and survey of Swinomish Slough, Washington.-Reports dated May 26, November 6, 1909, and Feb- ruary 14, 1910, respectively, are printed in House Document No. 796. Sixty-first Congress, second session. A plan contemplating the modi- fication of the existing project, at an estimated cost of $10,000, with RIVER AND HARBOR IMPROVEMENTS. 090 a view to keeping open the 4-foot channel between Saratoga Passage and La Conner, is presented. 9. .Preliminaryexamination and survey of Tacoma Harbor, Wash- 'ington, with a view to extending the Puyallup waterway 5,000 feet or less.--Reports dated May 20, 1909, and January 29, 1910, respec- tively are printed in House Document No. 832, Sixty-first Congress, second session. The locality is not considered worthy of improve- ment by the General Government with a view to extending the water- way as indicated in the act. The local officer w as also charged with the duty of making a pre- liminary examination and survey of Columbia River, Washington, from the mouth of Snake River to Wenatchee, provided for in the river and harbor act of March 3, 1909, and report thereon will be duly submitted when received. RIVER AND HARBOR IMPROVEMENTS IN THE DISTRICT OF HAWAII. This district was in the charge of Maj. E. Eveleth Winslow, Corps of Engineers. Division engineer, Lieut. Col. John Biddle, Corps of Engineers. 1. Honolulu Harbor, Hawaii.-Thisharbor is situated on the south coast of the island of Oahu. The entrance channel, through a coral reef, and the harbor proper, were dredged from time to time by the monarchical, republican, and territorial governments of Hawaii prior to July 1, 1904. On this date there existed an entrance channel having a minimum width of about 200 feet and a depth of about 35 feet at mean low water. The harbor proper had a general width of 900 feet. The water for about 200 feet immediately along the wharves had a depth of from 30 to 32 feet. Elsewhere there was only about 27 feet at low water. The bend at the light-house point was so sharp as to make it somewhat difficult for large vessels to make the turn. Work on the present project was begun under an appropriation by the river and harbor act of March 3, 1905, in accordance with a general plan printed in the Annual Report of the Chief of Engineers for 1905, page 2564, but the project as specifically adopted by the river and harbor act of March 2, 1907, is printed in House Document No. 332, Fifty-ninth Congress, second session. It provides for an entrance channel 400 feet wide and 35 feet deep at mean low water from deep water at the entrance to the light-house point, for easing the curve at the junction of the entrance channel and the inner harbor by cutting off the light-house point, and for enlarging the harbor proper so that it will have a general width of 1,200 feet and a depth of 35 feet at mean low water, at an estimated cost of $1,628,894.60. Between March 3, 1905, and May 27, 1908, $800,000 had been appropriated for work under the approved project, or about 49 per cent of the estimated cost of work under that project. Work under the above appropriations was stopped by practical exhaustion of funds on December 15, 1908. The following has been accomplished: Dredging entrance channel, removing light-house point, and the partial widening of the harbor proper. All this dredging was to a depth of 35 feet at mean lower low water, a total of 1,910,023 cubic 1000 REPORT OF THE CHIEF OF ENGINEERS, t. S. ARMY. yards having been excavated. The completion of the adopted project is urgently required by commercial interests. Acareful survey of the condition of the harbor, made in 1909, showed shoaling to have taken place at the following points: A general shoaling throughout the entrance channel; a noticeable shoal- ing in the Nuuanu slip at the head of the harbor; a slight shoaling in front of the wharves of the naval station; and very slight shoaling in a few other localities. For the maintenance of this harbor an allotment of $25,000 was made from the act of March 3, 1909, and during this fiscal year bids were asked for dredging the shoal places. The only bid received was rejected as excessive. On June 30, 1910, the sum of $795,818.23 had been expended on the project, and $8.39 had been expended for maintenance, being in con- nection with the allotment for that purpose. The operations during the year were confined to office expenses, repairs to tide guage, and surveys. During the year $3 were received from the sale of .property per- taining to the appropriation. On June 30, 1910, there was a minimum depth in the entrance chan- nel of about 33 feet; within the harbor proper there was, outside of harbor lines, a general depth of 35 feet. The normal tidal oscilla- tion is about 2 feet. The head of navigation is the head of the har- bor, about 2 miles from the Light-House Department buoys marking the entrance to the harbor. The commerce between this port and ports not in the Hawaiian Islands, for the calendar year 1909,'amounted to approximately 681,946 short tons, valued at $43,195,021. The commerce with other ports of the Hawaiian Islands amounted to 346,773 short tons, valued at about $28,080,000, making a total of 1,028,719 short tons, valued at approximately $71,275,000. What effect the improvement of the harbor has had upon freight rates can not be stated, but vessels are now able to enter and leave the harbor with their full-load draft. The approved project for this harbor is about one-half completed, and the locality is regarded as worthy of further improvement to the extent contemplated by said project. It appears, however, that rea- sonable facilities are afforded the interests of navigation by the work already done, while at other localities in the islands where work has been undertaken, no special benefit will result until the respective im- provements are practically completed, and unless funds can be pro- vided in adequate amounts for all projects, which seems impracticable at present, it is believed that the interests of the territory as a whole will be best subserved by allowing further operations at Honolulu to rest in abeyance for the coming year and to press the work at the other island harbors under improvement until adequate facilities shall have been obtained at the latter points. For these reasons no esti- mate is submitted for the next fiscal year. Should Congress decide to make further provision for this locality, it is strongly recommended that funds be nade available in sufficient amount (either by cash ap- propriation or by continuing-contract authorization) to permit prose- cution of the work in an economical and advantageous manner. It is believed that $500,000 is the minimum amount that should be pro- RIVER AND HARBOR IMPROVEMENTS. 1001 vided at one time, but preferably an amount in cash and contract authorization large enough to cover all- work that may be contem- plated in the near future, so that it may be placed under a single contract, for no small contracts can be made to advantage for work in the Hawaiian Islands. When additional appropriations are made for this harbor, it is proposed to widen the harbor in pursuance with the approved proj- ect, so as to make it possible for vessels to enter and leave it at all hours of the day and night, instead of by daylight only, as at present. July 1, 1909, balance unexpended -____ _____-______ _____ _ $5, 169. 21 December 16, 1909, amount allotted from appropriation made by river and harbor act of March 3, 1909_____--------------- 25, 000. 00 Proceeds of sales.___- - -------------------------------- _ _ 3. 00 Amount appropriated by river and harbor act approved June 25, 1910 ----------------------------- ------------------ 150, 000. 00 June 30, 1910, amount expended during fiscal year : 180,172. 21 For works of improvement ______ ____ - _ $979. 44 For maintenance of improvement_----------------- 8. 39 987. 83 July 1, 1910, balance unexpended --------------------------- 179, 184. 38 July 1, 1910, outstanding liabilities_-_'--------------------- 708. 96 July 1, 1910 ,balance available____---____----------_ 178, 475. 42 Amount (estimated) required for completion of existing project__ a 678, 894. 60 2. (See Appendix X X 1.) Harbor at Hilo, Hawaii.-Hilo Bay is practically a deep, open roadstead, protected to a limited extent by Blonde reef, but otherwise exposed through the angle from about north to N. 740 E. (magnetic). Strong northeasterly trade winds prevail most. of the time. These winds cause a choppy sea outside of Hilo Bay and considerable swell in the bay, which at times makes it unsafe for ships to lie at the ex- isting wharves and renders loading and unloading in the bay difficult. The heaviest seas, however, come from the north during northerly and northwesterly storms, and during this weather it is often impos- sible for ships to lie at the wharves or even work in the bay. The present project, adopted by Congress March 2, 1907, provides for constructing a rubble-mound breakwater along Blonde reef to a point on shore about 6,000 feet east of Cocoanut Island, at an esti- mated cost of $1,700,000, as stated in House Document No. 407, Fifty- ninth Congress, second session. As authorized in the act of March 2, 1907, the project as originally stated in the above-mentioned House document has been modified in a manner recommended on page 16 of the document by the elimina- tion of the third or shore arm of the breakwater and the extension of the middle arm of the breakwater to the shore. For map, see page 2316 of the Annual Report of the Chief of En- gineers for 1908. Between March 2, 1907, and March 4, 1909, $400,000 had been appropriated for work under the approved project, or about 23 per cent of the estimated cost of the work under that project. On June 30, 1910, the sum of $235,121.25 had been expended, all on the present project, no part being for maintenance. * Exclusive of the balance unexpended July 1, 1910. 1002 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of breakwater construction was continued during the fiscal year, 69,618 tons of rock having been placed in the breakwater. Up to June 30, 1910, a total of 101,125 tons of rock have been placed in the breakwater, completing 1,995 feet thereof. The project is considered to be 12 per cent completed, and the protection afforded by the breakwater is beginning to be felt in the eastern extremity of the harbor, but it will not be noticeable along the portion of the harbor front now used for wharf purposes until much more of the breakwater shall have been completed. The commerce of this port for the calendar year 1909 amounted to approximately 223,000 short tons, valued at over $18,000,000. Work on this improvement has not been carried far enough to have any effect on freight rates. The additional work proposed is necessary to make the breakwater effective as a protection to the wharves and anchorage. The amount recommended for expenditure in the fiscal year 1912 will be applied to continuing the work of constructing the breakwater. While the amount asked for ($250,000) is believed to be all that will actually be needed to meet the requirements of a single year, it is recommended that a continuing-contract authorization of at least an equal amount be made. It is believed that $500,000 is the minimum amount that should be provided at one time, and that the work can be prosecuted most economically and advantageously if all the work under the existing project that it is intended to carry out in the near future be covered by appropriation and contract authorization. July 1, 1909, balance unexpended______------------ -- ___ $328, 999. 14 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 200, 000.00 528, 999. 14 June 30, 1910, amount expended during fiscal year, for works of improvement ---------------------------------------------- 164, 120. 39 July 1, 1910, balance unexpended__ _____________________ 364, 878. 75 July 1, 1910, outstanding liabilities _______________________ 742. 45 July 1, 1910, balance available -------------------------------- 364, 136. 30 July 1, 1910, amount covered by uncompleted contracts--------- 147, 854. 09 Amount (estimated) required for completion of existing project_ al, 100, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement____________________________ 250, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix XX 2.) 3. Kahului Harbor, Island of Maui, Hawaii.-The island of Maui is the second in size of the Hawaiian group, and is situated about 110 miles east-southeast of Honolulu, the commercial center of the Hawaiian Islands. The area of the island is about 728 square miles. Of this area about one-third is owned by the Territory and the other two-thirds by various parties. The assessed valuation of the part of the island owned by private parties is about $22,000,000. The population of the island in 1900 was about 25,000. a Exclusive of the balance unexpended July 1, 1910. RIVER AND HARBOR IMPROVEMENTS. 1003 The harbor of Kahului has been improved by the Kahului Railroad Company, at its own expense, by the construction of a breakwater 1,800 feet long, located on top of a coral reef on the eastern side of the harbor, and the excavation within the area protected by this breakwater of some 300,000 cubic yards of material, which has been deposited on the windward of the breakwater. In ordinary weather this breakwater affords ample protection for the smaller vessels which anchor within the dredged basin, but it is of little benefit to the larger vessels, which have to anchor out at sea. The existing project, adopted by the river and harbor act of June 25, 1910, is in accordance with plan printed in House Document No. 593, Sixty-first Congress, second session, and provides- (a) For extending the breakwater to American Girl rock; (b) For dredging to a depth of 35 feet the area in the eastern part of the harbor to a new bulkhead line about 68 feet from and parallel to the existing bulkhead line B-C, which is to be advanced by that amount; and (c) For dredging to a depth of 35 feet the area in the western part of the harbor to a line about midway between lines R-E and R-Q, all at an estimated cost of $375,000. The said act appropriated $150,000 for commencing the work, sub- ject, however, to the conditions mentioned in the document on which the project is based, that the Kahului Railroad Company cede to the United States, free of cost, any rights it may have in the existing breakwater, and agree to make no claim for reimbursement for work done by it in constructing the breakwater and improving the harbor; also, that the agreement between the railroad company and the terri- torial government, covering the construction and operation of a wharf and wharf shed, providing for its use by the public, be ex- tended so as to provide that the plans to be adopted shall include a public street of proper width giving access to the wharf. It is believed that the appropriation asked for ($150,000) is the minimum amount required to be expended upon this improvement before any appreciable benefits will be derived by the commercial interests involved. The present annual commerce of Kahului with ports not in the Hawaiian Islands amounts to about 119,000 short tons, valued at $9,900,000, while the commerce between Kahului and other ports in the Hawaiian Islands was 21,000 short tons, making a total annual tonnage of 140,000, about five times as great as the commerce ten years ago. For report on examination and survey of this harbor, see House Document No. 593, Sixty-first Congress, second session. Amount appropriated by river and harbor act approved June 25, 1910 -------- $150, 000. 00 --------------------------------------- July 1, 1910, balance unexpended__------------------------- 150, 000. 00 Amount (estimated) required for completion of existing project___ a 225, 000. 00 Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvemnent______------------------- a 150, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. (See Appendix X X 3.) * Exclusive of the balance unexpended July 1, 1910. 1004 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS MADE IN COMPLAINCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports on preliminary examinations and surveys required by the river and harbor act of March 3, 1909, 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 Kahului Harbor, island of Maui, Hawaii.-Reports dated June 4 and November 18, 1909, re- spectively, are printed in House Document No. 593, Sixty-first Con- gress, second session. A plan for improvement at an estimated cost of $375,000 is presented. t?. Preliminary examination and survey of Hanapepe Bay, island of Kauai, Hawaii.-Reports dated May 14, 1909, and January 10, 1910, respectively, are printed in House Document No. 833, Sixty- first Congress, second session. This improvement is not at present considered worthy of being undertaken by the General Government, but it is believed that authority should be given by Congress to exam- ine the coast of Kauai with a view to the selection of the most suit- able port for a harbor. RIVER AND HARBOR IMPROVEMENT IN THE DISTRICT OF PORTO RICO. This district was in charge of Maj. Charles L. Potter, Corps of Engineers. Division engineer, Col. D. W. Lockwood, Corps of Engi- neers, to September 21, 1909, and Col. William T. Rossell, Corps of Engineers, since that date. Harbor at San Juan, Porto Rico.-This harbor has a large area, but, prior to work under the existing project, a small portion had sufficient depth for modern shipping. With the exception of a small area in the bend around La Puntilla, which had a depth of 30 feet, the available depths varied from 20 to 30 feet. All of these depths are referred to mean low water. The usual range between high and low water is about 1 foot. The existing project adopted by the river and harbor act of March 2, 1907, is to dredge an entrance channel 600 feet wide from deep water outside to a point opposite Morro Point; 500 feet wide from there to La Puntilla, both to be 30 feet deep, and both to be widened where they make the turn around these points; and to dredge, east of La Puntilla, harbor areas amounting to 398,600 square yards to a depth of 30 feet and 70,200 square yards to a depth of 24 feet, all in accordance with House Document No. 914, Fifty-ninth Congress, first session. The estimated cost of this improvement is $757,500, of which the act of March 2, 1907, appropriated $157,500, and authorized continu- ing contracts for prosecuting the project in the sum of $600,000. Of this amount the sundry civil acts of May 27, 1908, March 4, 1909, and June 25, 1910, appropriated $220,000, $300,000, and $80,000, respectively, completing the appropriation. The river and harbor act of June 25, 1910, appropriated $20,000 for maintenance. The amount expended on the existing project up to June 30, 1910, is $526,238.87, all for improvement. RIVER AND HARBOR IMPROVEMENTS. 1005 Work has been carried on under continuing contract at a cost of 19 cents per cubic yard (scow measurement) for soft material, and $6.80 per cubic yard (place measurement) for coral rock and under supplemental contract, entered into February 6, 1909, whereby the contractor was granted permission to dump in a remote portion of the harbor, at a reduction in price of 5 cents per cubic yard for soft material and 30 cents per cubic yard for coral rock, when weather conditions were such as to render it unsafe for the scows to be towed to sea. There have been removed during the last fiscal year 224,129 cubic yards of soft material and 20,177.54 cubic yards of rock. Of these amounts 1,637 cubic yards of soft material were dumped under the supplemental contract. The result of the work has been to practically complete the inner harbor and the entrance channel, except the widening of the bend near Morro Point, where St. Elena shoal, a solid coral reef, has yet to be removed. One cut has been made across the extreme point of this reef to a depth of 27 feet. Owing to the fact that coral rock was found at various points where it was not expected, and to the cost of removal of coral rock ($6.80 per cubic yard, against an esti- mate of $3), the cut across St. Elena shoal will not be as wide by 100 feet as was originally intended, but the width at this point is con- sidered ample, as there is plenty of depth on the opposite side of the channel. No work was done by the United States prior to this project, but some dredging was done by the Spanish Government. A survey of the harbor and entrance channel is now being made, and any lack of original depth in dredging will be removed by the use of the improvement funds, and any shoaling which may have occurred since the dredging will be removed by the use of the main- tenance funds. When this work has been done and the cut across St. Elena shoal has been finished, the harbor will be in satisfactory con- dition and the improvement can be coisidered as completed. All work now in contemplation will be entirely completed before June 30, 1911. July 1, 1909, balance unexpended_ __--______---________ a$361, 858. 56 Amount appropriated by sundry civil act approved June 25, 1910_ 80, 000.00 Amount appropriated by river and harbor act approved June 25, 1910 ------------------------------------------------------ 20, 000. 00 461, 858. 56 June 30, 1910, amount expended during fiscal year, for works of improvement ----------- _____ 210, 597.43 July 1, 1910, balance unexpended __ __-_____-__________- -- 251, 261. 13 July 1, 1910, outstanding liabilities__________-____ _______ - 30, 261. 13 ...------- July 1, 1910, balance available___--__--------- 221, 000. 00 July 1, 1910, amount covered by uncompleted contracts---------- 221, 000. 00 (See Appendix Y Y.) a Error in amount reported in 1909, making balance unexpended July 1, 1909, $361,858.56, instead of $361,463.46. 1006 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATION OF ARECIBO HARBOR, PORTO RICO, MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT OF MARCH 3, 1909. Report dated June 2, 1909, on preliminary examination of Arecibo Harbor, Porto Rico, required by the river and harbor act of March 3, 1909, was duly submitted by the district officer. It was reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and was transmitted to Congress and printed in House Document No. 406, Sixty-first Congress, second session. The locality is not considered worthy of improvement by the General Government. OHIO RIVER. The river and harbor act approved June 25, 1910, made provision for continuing improvement of the Ohio River with a view to secur- ing a navigable depth of 9 feet in accordance with the report sub- mitted in House Document No. 492, Sixtieth Congress, first session, and with a view to the completion of such improvement within a period of twelve years. The item making appropriation for this work is as follows: Improving Ohio River: Continuing improvement with a view to securing a navigable depth of nine feet in accordance with the report submitted in House Document Numbered Four hundred and ninety-two, Sixtieth Congress, first session, or such modification thereof as in the discretion of the Secretary of War may be advisable, and with a view to the completion of such improvement within a period of twelve years, one million one hundred and fifty thousand dol- lars, which amount shall be applied to the purchase of sites for eighteen Locks and Dams Numbered Nine, Ten, Twelve, Fourteen, Fifteen, Sixteen, Seven- teen, Twenty, Twenty-one, Twenty-two, Twenty-three, Twenty-four, Twenty-five, Twenty-seven, Twenty-eight, Twenty-nine, Forty-one, and Forty-eight, and toward the construction of Locks and Dams Numbered Seven, Nine, Ten, Twelve, Nineteen, Twenty, Twenty-nine, Forty-one, and Forty-eight: Provided, That so much of the sum herein appropriated as shall be necessary may be applied toward the definite location and purchase of sites for additional locks and dams on said river: Provided further, That the Secretary of War may enter into a contract or contracts for such materials and work as may be necessary to prose- cute the said project, to be paid for as appropriations may from time to time be made by law, not to exceed in the aggregate three million five hundred thou- sand dollars, exclusive of the amounts herein and heretofore appropriated. Work of creating slack-water navigation on the Ohio River has been in progress for many years, first with a view to securing a depth of 6 feet and afterwards a depth of 9 feet, and prior to the adoption of the new project the practical completion of 12 locks and dams and some work at 2 others had been provided for. Of these, Nos. 1-6, in- clusive, and the dam at 41 were in operation; Nos. 13, 18, and 37 will be opened in the next few months, and Nos. 8, 11, 19, and 26 are well under way. The new project contemplates a total of 54 locks and dams estimated at the time the report was submitted (January, 1908) to cost $63,731,488, in addition to appropriations previously made. This act also authorized the purchase of sites for 18 locks and dams, the beginning of the construction of nine, and surveys, etc., for the location of others. The execution of the surveys, the preparation of plans for the locks and dams now under construction or contemplated, and other matters pertaining to the improvement as a whole are made the subject for consideration by a special Board of Engineer Officers constituted at RIVER AND HARBOR IMPROVEMENTS. 1007 the present time as follows: Col. Wm. T. Rossell, Corps of Engineers; Lieut. Col. Henry C. Newcomer, Corps of Engineers; Capt. Frederick W. Altstaetter, Corps of Engineers. Upon the recommendation of this Board the following tentative allotment has been made of the cash appropriation carried by the act approved June 25, 1910. Lock and Dam No. - 7---------------------------------------------------- $150, 000 9----------------------------------------------------150, 000 10------------------------------------------------------ 40, 000 ----------------------------------------------------- 12___ 150, 000 19----------------------------------------------------- 220, 000 20------------------------------------------------------ 40, 000 29---------------------------------------------------- 150,000 41------------------- ----------------------------------- 50, 000 48------------------------------------------------------ 50, 000 Surveys and purchase of sites--------------------------------- 150, 000 1, 150, 000 Construction of the new locks and dams and the operation and care of the completed structures are under the immediate supervision and direction of district engineer officers. Details of the work of the past year and of proposed future operations may be found in other parts of this report, as follows: Locks and Dams Nos. 1 to 7, 9, and 10 on pages 693 and 694; Locks and Dams Nos. 8, 11, 12, 13, 18, 19, 20, 26 on pages 701 to 706; Locks and Dams Nos. 29 and 37 on pages 682 and 683; Locks and Dams Nos. 41 and 48 on pages 719 to 726. Execution of this extensive improvement within the period of twelve years as fixed by law requires a vigorous and continuous prose- cution of the work, and ample provision for this should be made by cash appropriation and contract authorization. The act of June 25, 1910, authorizes the commencement of construction of nine locks and dams, and for the completion of a part of these, and if provision is made for taking up a number of others each year, no reason is known why the improvement should not be completed within the limit of time fixed by law. To cover obligations in connection with work on the locks and dams which have been commenced, and which are to be constructed under contract the sum of $1,550,000 is asked for, to be appropriated in the next sundry civil act. To meet the expenses of operations during the next fiscal year at other localities where work will be done by hired labor with govern- ment plant on locks and dams now authorized and the expenses at other sites where work should be commenced in the near future by contract or otherwise, an estimate of $2,000,000 is submitted as the amount required to be appropriated in the next river and harbor act. In addition, since the construction of a lock and dam will require at least four years, this cash appropriation should be supplemented by a continuing-contract authorization in the further sum of $8,000,000 in order to put under contract those locks and dams for which only par- tial provision has been made and the additional locks and dams which should be commenced during the next fiscal year in order to carry out the programme of completion announced by Congress. 1008 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS. Section 3 of the river and harbor act of June 13, 1902, provided for the organization, in the Office of the Chief of Engineers, by detail from time to time from the Corps of Enginers, of a Board of five engineer officers, whose duties shall be fixed by the Chief of Engineers, and to whom shall be referred for consideration and recommendation, in addition to any other duties assigned, so far as in the opinion of the Chief of Engineers may be necessary, all reports upon examina- tions and surveys provided for by Congress, and all projects or changes in projects for works of river and harbor improvement there- tofore or thereafter provided for. It is further the duty of the Board, upon request to the Chief of Engineers, by the Committee on Com- merce of the Senate, or the Committee on Rivers and Harbors of the House of Representatives, in the same manner to examine and report through the Chief of Engineers upon any projects heretofore adopted by the Government or upon which appropriations have been made, and to report upon the desirability of continuing the same or upon any modifications thereof which may be deemed desirable. This pro- vision of the law was extended by act of March 3, 1905, to require the Board, upon request of the committees of Congress specified above, to examine and review surveys as well as projects provided for by acts or resolutions prior to the river and harbor act of June 13, 1902, and it was further modified by the act of March 2, 1907, to include consid- eration of any examination or survey made pursuant to any act or resolution of Congress. Section 13 of the act of March 3, 1909, increased the scope of preliminary examinations and surveys by providing that every re- port therein ordered shall contain such data as it may be practicable to secure regarding (first) the establishment of terminal and transfer facilities, (second) the development and utilization of water power for industrial and commercial purposes, and (third) such other sub- jects as may be properly connected with such project. It further provided that the investigation and study of these questions may, upon review by the Board, "when called for as now provided by law, be extended to any work of improvement now under way and to any locality the examination and survey of which has heretofore been, or may hereafter be, authorized by Congress." Section 6 of the same act requires the Board to pass upon all- modifications in plan and location involved in the reconstruction of any lock, canal, canalized river, or other work for the use and benefit of navigation, for which expenditures are authorized by that section. The provisions relating to terminal and transfer facilities, water power, etc., were renewed in the act of June 25, 1910, and extended to apply to all examination and survey reports hereafter provided for. During the past fiscal year the Board was composed of the follow- ing officers of the Corps of Engineers: Col. D. W. Lockwood, to September 21, 1909; Col. John G. D. Knight, to December 8, 1909; Col. Wm.T. Rossell, from September 21, 1909;. Col. Smith S. Leach, to October 16, 1909; Lieut. Col. W. C. Langfitt; Lieut. Col. W. E. Craighill, from December 8, 1909, to June 13, 1910; Lieut. Col. H. C. Newcomer, from June 13, 1910; Maj. Herbert Deakyne, from Octo- ber 18, 1909; and Maj. Wm.J. Barden. SUPERVISION OF THE HARBOR OF NEW YORK. 1009 Under the provisions of the act of March 3, 1909, all reports sub- mitted in compliance with that act have been referred to the Board for consideration and recommendation. In addition, a number of sub- jects have been presented to it for report in accordance with resolu- tions of the Committee on Rivers and Harbors of the House of Repre- sentatives and the Committee on Commerce of the Senate. The reports rendered by the Board from time to time in response to legis- lative action have been duly presented to Congress. During the year the Board also gave consideration to a number of other matters re- ferred to it by the Chief of Engineers, United States Army, for its views and recommendations. Details of the operations of the Board during the past fiscal year will be found in Appendix Z Z. SEAGOING HYDRAULIC DREDGES. There are now 23 seagoing hydraulic dredges owned and operated by the United States. For a full and complete statement of the operations of these dredges and certain of the pipe-line, dipper, and bucket dredges, for the fiscal year ending June 30, 1910, together with. a complete list of the floating plant owned and operated by the Engi- neer Department, attention is invited to Appendix A A A of this report. (See Appendix A A A.) EXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND HARBORS. For examinations, surveys, and contingencies, and for incidental repairs for rivers and harbors for which there may be no special appropriation, an appropriation of $400,000 should be made. SUPERVISION OF THE HARBOR OF NEW YORK. The supervisor of the harbor during the past year was Capt. Aaron Ward, U. S. Navy, to November 9, 1909, and Capt. C. McR. Winslow, U. S. Navy, since that date. The office of supervisor of the harbor of New York was created by act of Congress approved June 29, 1888, entitled "An act to prevent obstructive and injurious deposits within the harbor and adjacent waters of New York City, by dumping or otherwise, and to punish and prevent such offenses." This act has been amended by section 3 of the act of August 18, 1894, entitled "An act making appropriations for the construction, repair, and preservation of certain public works on rivers and harbors, and for other purposes," by which amendment the functions and powers of the officer have been greatly enlarged. Additional duties are also conferred on the supervisor by section 2 of the last-named act. The functions and powers of the supervisor have been further extended by section 8 of act of Congress approved May 28, 1908, entitled "An act to amend the laws relating to navigation, and for other purposes." Under the provisions of section 5 of the act of June 29, 1888, a line officer of the navy is designated to discharge the duties created by the act, under the direction of the Secretary of War. On May 23, 1889, the Secretary of War directed that all communications in con- 56932*--me 1910----64 1010 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. nection with these duties should be addressed to him through this office, and on February 1, 1890, he further directed that the powers conferred upon him by the act should be exercised through the Chief of Engineers. The report of Captain Winslow for the past fiscal year is submitted herewith as Appendix B B B. Estimates for the fiscal year ending June 30, 1912.-The estimates of funds required for this service for the fiscal year ending June 30, 1912, are given in the above-mentioned report, as follows: Estimated Amount appro- amount that priated for Detailed objects of expenditure. will be re- fiscal year end- quired for each ing June 30, object. 1911. For pay of inspectors, deputy inspectors, office force, and expenses of office.... $10, 260 $10, 260 For pay of crews and maintenance of 6 steam tugs and 1 launch......... 75,000 75,000 For renewing engines and boilers of steam tug Vigilant........................... 15,000 Total..... ...... ................................... ................. 85,260 100,260 CALIFORNIA DEBRIS COQMMISSION. I Unrestricted mining by the hydraulic process in California resulted in enormous quantities of debris being washed down into the rivers and natural water courses draining the western slopes of the Sierras. Later on hydraulic mining was practically prohibited by the decisions of the courts on account of injury to streams and the adjacent private land. The act of Congress approved March 1, 1893, created the Califor- nia Debris Commission stipulating that the commission should con- sist of three officers of the Corps of Engineers, appointed by the President, with the concurrence of the Senate. The same act pre- scribed the duties of the commission, which are, first, the regulation of hydraulic mining in the territory drained by the Sacramento and San Joaquin river systems, so that mining by that method may be resumed and carried on without injury to other interests in the State, and, second, to mature and adopt plans to improve the navigability of the above-mentioned rivers, to protect same from damage due to mining debris, and to afford relief thereto in flood time. Regulation of hydraulic mining.-Up to June 30, 1910, the com- mission received 866 applications for permits to mine by the hydraulic process under the restrictions imposed by the act of Congress of March 1 1893, and granted permits in cases where means for properly impounding the debris were provided by the applicants. Storage of mine debris in Yuba River, California.-The Yuba River, a tributary of the Feather, which in turn is a tributary of the Sacramento River, was the first selected for treatment, this stream being more filled with debris and carrying more detritus than all the other tributaries of the Sacramento combined. The general project for the treatment of the Yuba was printed in the Annual Report of the Chief of Engineers for 1900, part 8, page 5030. The estimated total cost of this project was placed at $800,000. I't was adopted by act of Congress approved June 13, 1902. The estimated total cost of the project has been appropriated--$400,000 by Congress and $400,000 by the legislature of California, the appropriations by Con- CALIFORsNIA DJ~BRIS COMMISSION. 1011 gress stipulating that one-half the cost of the work should be paid by the State of California. The Yuba River project contemplates holding the great quantities of mine debris now in that stream and tributaries, to prevent it from being carried down into the Feather and Sacramento rivers, this to be accomplished by restraining barriers, or dams, across the bed of the Yuba, by a settling basin adjoining the river on the south, and by training walls-below. The amount expended by the United States on the existing project for the work in the Yuba River up to June 30, 1910, was $330,914.07. These expenditures were principally in payment of one-half the pur- chase price of upward of 10,000 acres of land; in payment of one- half the cost of the construction of portions of barriers, or dams, in Yuba River, known as Nos. 1 and 2; of one-half the cost of excavat- ing a flood-overflow channel through the promontory on Yuba River known as Daguerre Point; of one-half the cost of constructing a por- tioil of the proposed training walls to confine the flow of Yuba River below Daguerre Point; and of one-half the cost of constructing a por- tion of the proposed debris-settling basin on the south side of Yuba River in the vicinity of Daguerre Point. The expenditures during the past fiscal year were in payment of one-half the cost of constructing portions of the training walls and portions of the proposed debris-settling basin in the vicinity of Daguerre Point. In a special report dated June 30, 1907 (submitted to comply with sections 5, 6, and 7 of the act of Congress of March 1, 1893), printed in the Annual Report of the Chief of Engineers for 1907, pages 2262- 2269, the commission estimated that the restraining works already constructed and remaining to be built under the present project for the treatment of Yuba River would provide capacity for storing 60,000,000 cubic yards of d6bris in that stream. GENERAL PROJECT FOR CONTROL OF DEBRIS AND FLOODS IN THE SACRA- MENTO AND FEATHER RIVERS. In the special report dated June 30, 1907, printed in the Annual Report of the Chief of Engineers for 1907, pages 2262-2269, the com- mission stated that dredging was considered the most feasible method to meet the requirements of all the interests involved-navigation, protection from flood overflow, better drainage, and disposal and con- trol of debris in the Sacramento and Feather rivers, and submitted an estimate of $800,000 for beginning this work. This estimate was submitted by the commission with the provision that one-half should be appropriated by the State of California. The State of California on March 1, 1909, appropriated $400,000 for this purpose, with the stipulation that- SEC. 2. This act shall become operative only upon condition that the Govern- ment of the United States shall, under, by, and through the War Department, assume full charge and control of all work to be done as provided by this act, and also upon condition that a like sum of four hundred thousand dollars be appropriated by the United States for such work. The appropriation made by the State of California also contains the provision that-- The whole of such amounts appropriated by the Congress of the United States and by the State of California shall be expended under the direction of the Sec- retary of War and the supervision of the Chief of Engineers. 1012 REPORT OF THE CHIEF OF ENGINEBRS, U. S. ARMY. The river and harbor act approved June 25, 1910, appropriated $400,000 for this work, as follows: Improving Sacramento and Feather rivers, California: Continuing improve- ment and toward the controlling of debris and floods, in accordance with the recommendations of the California Debris Commission in its report dated June thirtieth, nineteen hundred and seven (printed in the Annual Report of the Chief of Engineers, United States Army, for nineteen hundred and seven, pages twenty-two hundred and sixty-two to twenty-two hundred and sixty-nine, in- clusive), four hundred thousand dollars: Provided, That no part of this sum shall be expended unless the State of California shall appropriate for the pros- ecution of said project a like sum of four hundred thousand dollars and deposit the same in the Treasury of the United States: Provided further, That the Treasurer of the United States is hereby authorized to receive from the State of California any and all sums of money that have been or may hereafter be appropriated by said State for the purpose herein set forth; and when so received the said sums are hereby appropriated for said purpose to be expended under the direction of the Secretary of War and the supervision of the Chief of Engineers: And provided further, That the work herein provided for shall not be begun until all rights of way needed for levees and spoil banks have been furnished the United States free of cost. The work of acquiring the necessary rights of way, with the view of turning the same over to the United States, is now in progress, the Sacramento and San Joaquin River Improvement Association having been organized for this purpose. The maintenance of navigation on the Sacramento and San Joaquin river systems is important. Upward of 1,000,000 short tons of freight, the value of which is approximately $60,000,000, and 300,000 passen- gers are carried annually by vessels of all classes plying the Sacra- mento, San Joaquin, Mokelumne, and Feather rivers. The freight consists principally of grain, mill stuffs, lumber, groceries, fruit, vege- tables, and general merchandise, and is carried principally on barges towed by steamboats and on scow schooners. About 50 steamboats, many barges, launches, and scow schooners are engaged in this trade. Much of the fertile country along the Sacramento and San Joaquin rivers is without railroad transportation, owing to the expense and difficulties of the construction and maintenance of railroads in a low- land country which is subject to more or less widespread floods annually. These fertile lands, great areas of which are under a high state of cultivation, are protected ordinarily from overflow by exten- sive levee systems, constructed and maintained at great expense, and the rivers are the only means of transporting freight and passengers to and from most of this country. The lower rates by river to some points which can also be reached by railroads are in some cases met by the latter. The following statement shows the present condition for purposes of navigation of the three principal streams comprising the Sacra- mento and San Joaquin river systems: Sacramento River. Feather River. San Joaquin River. Maximum draft that San Francisco to Sacramento, Mouth of river to Mouth of river to can be carried at low 7 feet; Sacramnento to Colusa, Marysville, 1 to 2 Stockton, 6 feet; water. 4 to 5 feet; Colusa to Chico feet. Stockton to Fire- Landing, 3 feet; Chico Land- baugh, a few inches. ing to Red Bluff, 2J feet. Head of navigation..... Red Bluff.................... Marysville............ Stockton (Firebaugh, 4 months in year). Length of navigable Mouth to Sacramento, 61 Mouth to Marysville, Mouth to Stockton 50 portions. miles; mouth to Colusa, 151 30 miles. miles; mouth to Fire- miles; mouth to Chico Land- baugh, 200 miles. ing, 202 miles; mouth to Red Bluff, 258 miles. CALIFORNIA DEBRIS COMMISSION. 1013 More extended information concerning navigation, flood control, and the mine debris question in and along the Sacramento and San Joaquin rivers and their tributaries may be found in the document and reports referred to in the Annual Reports of the Chief of Engi- neers for 1908) Part 1, page 861, and for 1909, Part 1, pages 834 and 907. The members of the Commission during the past fiscal year were the following officers of the Corps of Engineers, United States Army: Lieut. Col. John Biddle, Capt. Thos. H. Jackson, and First Lieut. Charles T. Leeds. The appended money statements for appropriations for restraining mine debris in California and for the general project for control of debris and floods in the Sacramento and Feather rivers include only funds appropriated by Congress, and do not include funds appro- priated by the legislature of California. APPROPRIATION FOR EXPENSES OF CALIFORNIA DEBRIS COMMISSION, 1910. July 1, 1909, amount appropriated by act of Congress approved March 4, 1909--__- - ----- _______-----------$15, 000.00 June 30, 1910, amount expended during fiscal year------------- a 10, 776.33 July 1, 1910, balance unexpended_ ----------- ___-------- 4, 223. 67 July 1, 1910, outstanding liabilities-_ _----....... -.. 1, 223. 67 July 1, 1910, balance reverting to Treasury --------------------- 3, 000. 00 APPROPRIATION FOR EXPENSES OF CALIFORNIA DEBRIS COMMISSION, 1911. Amount appropriated by act of Congress approved June 25, 1910____ $15, 000. 00 Amount (estimated) required for expenses of the California Debris Commission during the fiscal year ending June 30, 1912, in regu- lating hydraulic mining operations in the State of California, making examinations and surveys for improvement of navigation, control, and disposition of mine debris, and control of flood waters as required by the act of Congress approved March 1, 1893 _____ 15, 000.00 APPROPRIATION FOR RESTRAINING MINE DEBRIS IN CALIFORNIA. July 1, 1909, balance unexpended_-----------------________ $102, 886. 51 Amount received from sales ------------------------------------ 84. 56 102, 971.07 June 30, 1910, amount expended during fiscal year, for works of improvement ------------------------------------------ 33, 168. 80 July 1, 1910, balance unexpended_--_---------------------- 69, 802. 27 July 1, 1910, outstanding liabilities_-- ..... --... . .----- - 11, 033. 98 July 1, 1910, balance available ---------------------------- 58, 768. 29 July 1, 1910, amount covered by uncompleted contracts__ .____ --- 3, 885. 75 GENERAL PROJECT FOR CONTROL OF DEBRIS AND FLOODS IN THE SACRAMENTO AND FEATHER RIVERS, CALIFORNIA. Amount appropriated by river and harbor act approved June 25, 1910----------------------------------------------- $400, 000.00 July 1, 1910, balance unexpended ---------------------------- 400, 000. 00 Amount (estimated) required for completion of existing project- Indeterminate. (See Appendix C C C.) a In addition there was expended during the year $1,825.15 from appropriation for fiscal year 1909. 1014 REPORT OF THE CHIEF OF ENGINEERS, t1. S. ARMY. EXAMINATION OF MISSISSIPPI RIVER WITH A VIEW TO PROVIDING AND MAINTAINING A NAVIGABLE CHANNEL 14 FEET DEEP AND OF SUITABLE WIDTH FROM ST. LOUIS TO THE MOUTH. Under the provisions of the river and harbor act of March 2, 1907, a commission has been appointed to examine the Mississippi River below St. Louis and report upon the practicability and desirability of constructing and maintaining a navigable channel 14 feet deep and of suitable width from St. Louis to the mouth of the river either by open-channel improvement or by a canal or canals for part of said route. The commission is also required by the act to consider in this connection the survey of a proposed waterway from Chicago to St. Louis heretofore reported upon (see H. Does. No. 263, 59th Cong., 1st sess., and No. 437, 59th Cong., 2d sess.), and also to report upon any water power which may be created in the said section of the Mis- sissippi River below St. Louis, as well as in the proposed waterway from Chicago to St. Louis, and what steps, if any, should be taken to cause the cost of improvement to be defrayed in ' whole or in part by means of such water power or of lands which may be drained by either of said waterways. The members of the commission were Col. W. H. Bixby, Corps of Engineers, president, Mississippi River Commission; Lieut. Col. C. McD. Townsend, Corps of Engineers; Lieut. Col. J. G. Warren, Corps of Engineers; Mr. Henry B. Richardson, member of the Mis- sissippi River Commission, to August 21, 1909, and Mr. Homer P. Ritter, member of the Mississippi River Commission, with Capt. G. R. Lukesh, Corps of Engineers, as recorder. Report dated March 20, 1909, was duly submitted 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 Docu- ment No. 50, Sixty-first Congress, first session. The sum of $190,000 was appropriated by the act to defray the expense of the survey, of which $179,436.05 had been expended to June 30, 1910. The expenditure during the year amounted to $8,478.55. Amount received from sales of old property, $29.33. Under the provisions of section 1 of the river and harbor act of June 25, 1910, a board, consisting of Brig. Gen. William H. Bixby, Chief of Engineers, U. S. Army; Col. C. McD. Townsend, Corps of Engineers; Maj. Charles Keller, Corps of Engineers; Maj. J. B. Cavanaugh, Corps of Engineers; and Mr. John Bogart, civil engi- neer, has been appointed by the Secretary of War to consider and report upon the construction of a waterway from Lockport, Ill., by way of the Des Plaines and Illinois rivers to the mouth of the said Illinois River; the said board to report upon the feasibility of such waterway and the most advisable depth and dimensions therefor, in case the same is recommended; also upon such measures as may be required to properly preserve the levels of the Great Lakes, and to compensate, as far as practicable, for the diminished levels in said lakes and the connecting waters thereof by reason of any diversion of water from Lake Michigan, etc. The said act made an appropri- ation of $1,000,000, subject to the provision that " u n til these plans and estimates have been submitted and a project for the improvement adopted by Congress the appropriation of one million dollars herein made shall not be available for expenditure." The report called for will be duly submitted when received. MISSISSIPPI IIVER GOMMISSION. 1015 EXAMINATION OF MISSOURI RIVER BETWEEN THE MOUTH, WITH A VIEW TO SECURING KANSAS CITY AND A PERMANENT 6-FOOT CHANNEL. Under the provisions of section 1.of the river and harbor act of June 25, 1910, a board consisting of Col. Frederic V. Abbot, Corps of Engineers, Col. C. McD. Townsend, Corps of Engineers, and Maj. Charles Keller, Corps of Engineers, has been appointed by the Sec- retary of War to consider and report upon the most economical and desirable plan for the improvement of Missouri River with a view to securing a permanent 6-foot channel between Kansas City and the mouth of the river, consideration to be given in said report to the subject of cooperation on the part of local interests in the work of said improvement, and report thereon will be duly submitted when received. SURVEY OF INTRACOSTAL WATERWAYS FROM BOSTON, MASSACHU- SETTS, TO THE RIO GRANDE, REQUIRED BY THE RIVER AND HARBOR ACT OF MARCH 3, 1909. The river and harbor act of March 3, 1909, directed certain sur- veys to be made with a view to the construction of a continuous water- way, inland where ;practicable, from Boston, Mass., to the Rio Grande, which have been assigned to boards of engineers. The reports of the various boards will be transmitted to Congress when received. UNIFORMITY RELATING TO APPROPRIATIONS, REPORT BY A BOARD OF ENGINEERS, MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Report dated December 18, 1909, by a board of engineers on exami- nation of certain harbors on the Great Lakes and elsewhere in which the whole or a part of the harbor is improved at local expense, con- taining recommendations as to whether the improvements so made by local authorities should be undertaken or maintained by the General Government; also, as to uniform rules in making harbor improve- ments, required by the river and harbor act of March 3, 1909, was duly submitted and reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law. The report will be transmitted to Congress and printed as a document of the Sixty-first Congress, third session. MISSISSIPPI RIVER COMMISSION. The Mississippi River Commission, constituted by act of Congress of June 28, 1879, is in charge of the improvement of the Mississippi River from Head of Passes to the mouth of the Ohio River, including the rectification of Red and Atchafalaya rivers at their junction with the Mississippi, the building of levees, and the improvement of the several harbors for which specific appropriations have been made, with the exception of the harbor of Vicksburg and the mouth of Yazoo River. It is also charged with the survey of the Mississippi River from Head of Passes to its headwaters, and with gauging the river and its tributaries. The river and harbor acts of March 3, 1905, and March 2, 1907, prescribed that the money therein appropriated and authorized to be 1016 REPORT OF THE OHIEF OF ENGINEERS, U. S. ARMY. expended should be applied to the construction of suitable and neces- sary dredge boats and other devices and appliances and in the main- tenance and operation of the same, with the view of ultimately obtain- ing and maintaining a navigable channel from Cairo down not less than 250 feet in width and 9 feet in depth at all periods of the year, except when navigation is closed by ice. They also authorized allot- ments from such funds in the discretion of the Commission and upon approval by the Chief of Engineers, to be applied to the water courses connected with the river and the harbors upon it now under the control of the Mississippi River Commission. Act of Congress approved June 4, 1906, provides that any funds which have been, or may hereafter be, appropriated by Congress for improving the Mississippi River between the Head of Passes and the mouth of the Ohio River, and which may be allotted to levees, may be expended under the direction of the Secretary of War, in accord- ance with the plans, specifications, and recommendations of the Mis- sissippi River Commission, as approved by the Chief of Engineers, upon levees upon any part of said river between the Head of Passes and Cape Girardeau, Mo. The act of March 2, 1907, provided for prosecution of the work under continuing contract and authorized expenditures in the sum of $6,000,000, provided that this sum shall be used in improvement for not less than three years, the work done each year to cost approxi- mately $2,000,000, all of which has since been appropriated., The commissioners during the past fiscal year were Col. Wim. H. Bixby, Corps of Engineers (now brigadier-general and Chief of Engineers, U. S. Army), president; Col. Wm. T. Rossell, Corps of Engineers; Lieut. Col. J. G. Warren, Corps of Engineers; Homer P. Ritter, assistant, United States Coast and Geodetic Survey; Robert S. Taylor, J. A. Ockerson, Henry B. Richardson, to August 21, 1909; and C. H. West from January 28, 1910. First Lieut. C. H. Knight, Corps of Engineers, was on duty as secretary to the Commission during the fiscal year. Estimate for the fiscal year ending June 30, 1912.-The following estimate of funds required for carrying on the works under its charge for the year ending June 30, 1912, is submitted by the commission: For continuing the improvement of Mississippi River from Head of Passes to the mouth of the Ohio River, including salaries and clerical, office, traveling, and miscellaneous expenses of the Mis- sissippi River Commission_------------ ----------------- $4, 000, 000 The estimate has been reduced in this office to $3,000,000. The report of the commission on the operations under its charge during the fiscal year ending June 30, 1910, is submitted herewith as Appendix P P P of this report. PERMANENT INTERNATIONAL COMMISSION OF THE CONGRESSES OF NAVIGATION. By act approved June 28, 1902, Congress appropriated the sum of $3,000 per year for the support and maintenance of the Permanent International Commission of the Congresses of Navigation and for the payment of the actual expenses of the proper accredited national delegates of the United States to the meeting of the congresses and of the Commission. ESTABLISHMENT OF HARBOR LINES. 1017 At the beginning of the fiscal year the United States was repre- sented on the Permanent International Commission of the Con- gresses of Navigation by Brig. Gen. C. W. Raymond, U. S. Army, retired; Mr. E. L. Corthell, civil engineer; Lieut. Col. H. F. Hodges, Corps of Engineers; Lieut. Col. J. C. Sanford, Corps of Engineers; and Mr. John Bogart, civil engineer. On the permanent executive committee of that Commission it was represented by General Ray- mond as the principal representative and Mr. E. L. Corthell as the substitute. The representation on the Commission and on the execu- tive committee has remained unchanged during the year. No meeting of the Commission was held during the year, the annual meeting which usually occurs in May having been postponed until July 30, 1910, for the reason that many of the members of the Commission had been appointed delegates to the International Road Congress to be held in Brussels, Belgium, July 30 to August 7, 1910, and it was desired- by them that the Commission meeting be held about the same time. The expenditures during the year from the above appropriation amounted to $2,639.44, and have been for the expenses of the dele- gate to the Commission meeting at Brussels in May, 1909, for the expenses of the American section in attending its meetings and for travel on business connected therewith, for the maintenance of the office of the American section, for the printing and distribution of circulars issued by the section, and for the support and maintenance of the Commission, to which the United States contributes $1,000 per annum. The river and harbor act approved June 25, 1910, contains the fol- lowing item: For the necessary expenses of the proposed meeting in the United States of the Permanent International Association of Navigation Congresses, including the publication of the proceedings, the necessary expenses of the American dele- gates, and the cost of transporting foreign members of the Permanent Interna- tional Association of Navigation Congresses and authorized foreign delegates in ,is .the investigation of the American waterways, fifty thousand dollars; and the Secretary of State hereby requested to extend an official invitation to such association to visit the United States for such purpose. It is expected that the Commission at its meeting on July 30, 1910, will take action on the invitation mentioned in the above item, if presented by that time. ESTABLISHMENT OF HARBOR LINES. Under authority given to the Secretary of War in section 11 of the river and harbor act approved March 3, 1899, harbor lines have been established during the past fiscal year at the following localities, under dates as indicated: Humboldt Bay, at Fields Landing, Eureka, Cal., approved Octo- ber 1, 1909; Cordova Bay, Alaska, approved December 18, 1909; Squalicum Creek Waterway, Bellingham (formerly New Whatcom), Wash., modification approved December 21, 1909; Willapa River, at Raymond, Wash., approved July 15, 1909; westerly shore of East River, between Sixty-first and Sixty-fourth streets, New York City, modification approved August 11, 1909; Sinclair Inlet (Port Orchard Harbor), at Bremerton and Charleston, Wash., approved October 7, 1909; Maumee River, between Oakdale avenue and the Edward Ford 1018 REPORT OF THE CrIEF F ENGINEERS, U. S. ARMY. Plate Glass Company's works, :at Toledo Harbor, Ohio, modification approved March 12, 1910; Lake Washington, at Seattle, Wash., a con- tinuation of the lines on Lake Union were approved March 25, 1910; Canal Waterway, at Seattle, Wash., modification relinquishing juris- diction approved April 23, 1910; Puget Sound, at Seattle, Wash., around Duwamish Head and Alki Point, extension of existing lines approved April 29, 1910; Mare Island Strait, at Vallejo, Cal., modifi- cation approved April 30, 1910; south shore of Sandy Hook Bay, opposite mouth of Compton Creek, New Jersey, modification ap- proved March 7, 1910; Fox River, at Green Bay, Wis., extension of existing line approved February 26, 1910; South Haven Harbor, Michigan, at mouth of Black River, approved February 18, 1910; Delaware River, at Philadelphia, Pa., correction of original lines established was approved August 9, 1909; Sunken Meadow, between Randalls Island and East River, New York, reestablishment of pier- head and bulkhead lines approved July 12, 1909; Honolulu Bay, Hawaii, reestablishment of lines approved June 17, 1899, and May 4, 1900, were approved July 21, 1909; San Francisco Bay, California, opposite China Basin, in vicinity of Mission Rock, extension from southerly line of city and county of San Francisco to San Bruno Canal, approved September 27, 1909; Hackensack River from Little Ferry to Hackensack, N. J., approved July 1, 1909; East River, near mouth of Bronx River, at Hunts Point, on north shore, modification approved August 11, 1909; right bank of Shrewsbury River between Seabright and Normandie, N. J., approved May 5,'1910; on north side of Maryland Steel Company's property, at Sparrows Point, or on Humphreys Creek, Maryland, modification and extension approved May 26, 1910; East River, at the foot of Grand street, Borough of Manhattan, N. Y., modification of bulkhead line approved May 12, 1910; Arthur Kill, or Staten Island Sound, at Tufts Point, New Jer- sey, modification of harbor lines in, approved May 14, 1910; San Francisco Bay, between First street and Stuart street, San Francisco, Cal., modification of pierhead line approved June 4, 1910; Kansas River, at Kansas City, Kans., approved June 24, 1910. RULES AND REGULATIONS GOVERNING THE NAVIGATION OF CANALS, ETC. Section 4 of the river and harbor act of August 18, 1894, as amended by section 11 of the river and harbor act of June 13, 1902, delegates to the Secretary of War the duty of prescribing such rules and regulations for the use, administration, and navigation of any or all canals and similar works of navigation that now are or that here- after may be owned, operated, or maintained by the United States as in his judgment the public necessity may require; and he is also au- thorized to prescribe regulations to govern the speed and movement of vessels and other water craft in any public navigable channel which has been improved under authority of Congress whenever in his judgment such regulations are necessary to protect such improved channels from injury or to prevent interference with the operations of the United States in improving navigable waters or injury to any plant that may be employed in such operations. Such rules and regulations have been established during the past year for the fol- lowing-named localities: BRIDGING OF NAVIGABE WATERS,. 1019 Christiana River, Delaware; Muskingum River, Ohio; Lake Su- perior, Wisconsin; Galveston Channel, Texas; Duluth-Superior Har- bor, Minnesota and Wisconsin. RULES AND REGULATIONS GOVERNING THE OPENING OF DRAW- BRIDGES. Section 5 of the river and harbor act of August 18, 1894, provides that it shall be the duty of all persons owning operating, and tend- ing the drawbridges then built or which might thereafter be built across the navigable rivers and other waters of the United States to open or cause to be opened the draws of such bridges, under such rules and regulations as in the opinion of the Secretary of War the public interests require, for the passage of vessels and other water craft. Such rules and regulations have been established during the past year by the Secretary of War for certain drawbridges over the following-named waterways: Potomac River at Washington, D. C.; Vaughan Bridge across Fore River, Portland Harbor, Maine; Merrimac River at Main street, Haverhill, Mass.; Grand River, and channel at mouth of Spring Lake, Michigan; Missouri River and its tributaries; Minnesota River, Minnesota; Cowlitz River at Kelso, and across Lewis River below the Forks, Washington; Newark Bay and tributaries, Passaic and Hackensack rivers, including Berrys Creek, New Jersey; Boston Harbor, Massachusetts, and navigable waters tributary thereto; Man- chester Harbor, Massachusetts; Duluth-Superior Harbor, Minnesota and Wisconsin (amended). RULES AND REGULATIONS FOR THE NAVIGATION OF STREAMS ON WHICH THE FLOATING OF LOOSE TIMBER AND SACK RAFTS OF TIMBER AND LOGS IS THE PRINCIPAL METHOD OF NAVIGATION. Under the provisions of act of Congress approved May 9, 1900, "An act authorizing the Secretary of War to make regulations governing the running of loose logs, steamboats, and rafts on certain rivers and streams," the Secretary of War has prescribed rules and regulations for the navigation of the Sammamish River, Washington. STRUCTURES IN THE NAVIGABLE WATERS OF PORTO RICO. Act of Congress approved June 11, 1906, empowered the Secretary of War, under certain restrictions, to authorize the construction, ex- tension, and maintenance of wharves, piers, and other structures on lands underlying harbor areas and navigable steams and bodies of water in or surrounding Porto Rico and the islands adjacent thereto. Through a conference between the district officer and the governor of Porto Rico a definite policy has been established and is followed in connection with applications for privileges under this law, several applications having been acted on during the year. BRIDGING NAVIGABLE WATERS OF THE UNITED STATES. Plans and maps of locations of the following bridges proposed to be erected under the authority of special acts of Congress have been examined with a view to protection of the interests of navigation and 1020 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. have been approved by the Secretary of War, as provided by the acts, and the local engineer officers have been furnished copies of the instruments of approval and drawings showing the plans and locations and charged with the supervision of the construction of the bridges, so far as necessary to see that they are built in accordance with the approved plans: Bridge of the St. Louis and Southwestern Railway Company across Arkansas River, below Pine Bluff (Rob Roy), Ark.-Construction of a bridge at this place was authorized by act of Congress approved June 27, 1882. Plans for a bridge to replace an existing structure at this point were approved August 3, 1909. Bridge of the Alabama, Tennessee and Northern Railroad Com- pany across Noxubee River, a short distance above Hares (or Pin- sons) Landing, Ala.-The construction of this bridge was authorized by act of Congress approved August 5, 1909. Plans and map of loca- tion were approved August 11, 1909. Bridge of the Chicago and Western Indiana Railroad Company across Calumet River, at One hundred and twenty-eighth street and Torrence avenue, Chicago, Ill.-The construction of a bridge at this place was authorized by act of Congress approved August 5, 1909. Plans and map of location were approved September 14, 1909. Bridge of International Bridge and Terminal Company across Rainy River at International Falls, Minn.-The construction of a bridge at this point was authorized by act of Congress approved Feb- ruary 7, 1903, as amended by act of May 20, 1908. Plans and map of location were approved September 21, 1909. Bridge of Behn Brothers across Condado Bay, in San Juan Harbor, Porto Rico.-The construction of a bridge at this place was author- ized by act of Congress approved February 25, 1909. Plans and map of location were approved April 29, 1909, and modified plans were approved October 21, 1909. Bridge of Ashley County, Ark., across Bayou Bartholomew, at Parkdale.-Theconstruction of this bridge was authorized by act of Congress approved April 1, 1908. Plans and map of location were approved October 25, 1909. Bridge of the Minneapolis, St. Paul, and Sault Ste. Marie Railway Company across the Mississippi River, near Moose Rapids, in Aitkin County, Minn.-Construction of this bridge was authorized by act of Congress approved August 5, 1909. Plans and map of location were approved October 27, 1909. Bridge of the ParkersburgBridge Company over the Ohio River between Parkersburg, W. Va., and Belpre, Ohio.-The construction of bridges across the Ohio River is authorized by act of Congress approved December 17, 1872, as amended 'by act approved February 14, 1883. Plans and map of location were approved January 13, 1910. Bridge of the city of Shreveport, La., over Red River, at Shreve- port, La,--The construction of a bridge at this place was authorized by act of Congress approved February 3,. 1905, and acts amendatory thereof. Plans and map of location were approved January 17, 1910. Bridge of the Beaufort County Lumber Company over Lumber River, at Lumberton and Alma, N. C.-The construction of a bridge at this point was authorized by amract of Congress approved August 5, 1905. Plans and map of location were approved January 18. 1910. BRIDGING OF NAVIGABLE WATRS. 1021 Bridge of the IndianapolisSouthern Railroad Company over Wa- bash River, near Riverton, Ind.-The original construction of a bridge at this place was authorized by an act of Congress approved June 30, 1879. Plans for its reconstruction were approved February 8, 1910. Bridge of the Bonners Ferry Bridge Commission over Kootenai River at Bonners Ferry, Idaho.-The construction of a bridge at this place was authorized by act of Congress approved February 3, 1910. Plans and map of location were approved February 18, 1910. Bridge of the Saybrook and Lyme Connecticut Bridge Commission over the Connecticut River between the towns of Old Saybrook and Old Lyme, Conn.-The construction of a bridge at this locality was authorized by act of Congress approved February 26, 1910. Plans and map of location were approved March 15, 1910. Bridge of the St. Louis, Iron Mountain and Southern Railway Company over the St. Francis River, near Parkin, Ark.-The recon- struction of an existing bridge at this place was authorized by act of Congress approved February 19, 1910. Plans and map of location were approved March 15, 1910. Bridge of the St. Louis, Iron Mountain and Southern Railway Company over White River, near Augusta, Ark.-The reconstruction of an existing bridge at this point was authorized by act of Congress approved February 19, 1910. Plans and map of location were approved March 15, 1910. Bridge of the St. Louis, Iron Mountain and Southern Railway Company over Black River, near Paroquet, Ark.-The reconstruc- tion of a bridge at this place was authorized by an act of Congress approved February 19, 1910. Plans and map of location were approved March 16, 1910. Bridge of the Oregon Trunk Railway Company over Columbia River and the United States Canal at Celilo Falls, Oregon and Wash- ington.-The construction of a bridge at .this place was authorized by act of Congress approved March 2, 1910. Plans and map of loca- tion were approved March 24, 1910. Bridges of the Louisville and Nashville Railroad Company over Escambia Bay, Choctawhatchee River, and Appalachicola River, be- tween Pensacola and River Junction, Fla.-The reconstruction of three bridges across the streams mentioned was authorized by act of Congress approved March 5, 1910. Plans and maps of location were approved March 25, 1910. Bridge of William Keneflck over Red River, Oklahoma and Texas, about 7 miles east of Denison, Tex.-The construction of a bridge at this place was authorized by act of Congress approved January 28, 1910. Plans and map of location were approved March 25, 1910. Bridge of the Wilmington, Brunswick and Southern Railroad Com- pany over Town Creek between Navassa and Southport, N. C.-The construction of a bridge at this point was authorized by act of Con- gress approved May 6, 1910. Plans and map of location were ap- proved April 12, 1910. Bridges of the city of St. Joseph, Mich., over Morrison Channel at Wayne, St. Joseph.-The construction of a bridge at this place was authorized by act of Congress approved March 23, 1910. Plans and map of location of a temporary bridge were approved February 28, 1910, and modified plans of this temporary bridge were approved 1022 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. March 24, 1910. Plans and map of location of the permanent bridge were approved April 20, 1910. Bridge of the Fort Smith and Van Buren bridge district over Arkansas River at Fort Smith and Van Buren, Ark.-The construc- tion of a bridge at this locality was authorized by act of Congress approved February 26, 1910. Plans and map of location were ap- proved May 5, 1910. Bridge of Malheur County, Oreg., over Snake River at Ontario, Oreg.-The construction and maintenance of a bridge at this place was authorized by act of Congress approved February 3, 1910. Plans and map of location were approved May 5, 1910. Bridge of Leonard J. Hackney nd Frank L. Littleton, (Evans- yille, Mount Carme l and Northern Railway Company) over Wabash River near Mount Carmel, Ill.-The construction of a bridge at this place was authorized by act of Congress approved April 15, 1910. Plans and map of location were approved May 10, 1910. Bridge of Lake County, Ind., over Grand Calumet River at Hoh- man avenue, Hammond, Ind.-The construction of a bridge at this place was authorized by act of Congress approved April 8, 1910. Plans and map of location were approved May 10, 1910. Bridge of the Borderland Coal Company over Tug Fork of Big Sandy River 2 miles east of Nolan, W. Va.-Construction of a bridge at this place was authorized by act of Congress approved February 19, 1910. Plans and map of location were approved May 12, 1910. Bridge of the Atchison, Topeka and Santa Fe Railway Company over the Colorado River, at Topock, Ariz.-The construction of this bridge was originally authorized by act of Congress approved July 21, 1866. Plans for the construction of a pier under the middle of the bridge were approved May 12, 1910. Bridge of the town of Bass Brook, Itaska County, Minn., over the Mississippi River, at Cohasset, Minn.-The construction of a bridge at this point was authorized by an act of Congress approved January 28, 1910. Plans and map of location were approved May 13, 1910. Bridge of the town of Warren, R?. ., over Warren River.-The con- struction of a bridge at this place was authorized by act of Congress approved April 15, 1910. Plans and map of location were approved May 24, 1910. Bridge of the National Railways of Mexico over the Rio Grande between Laredo, Tex., and Nuevo Laredo, Mexico.-The construction of a bridge at this point was authorized by an act of Congress ap- proved January 27, 1910. Plans and map of location were approved May 27, 1910. Bridge of the Kentucky and Indiana Bridge and Railroad Com- pany across Ohio River between Louisville, Ky., and New Albany, Ind.-The construction of bridges over this river are authorized by act of Congress approved December 7, 1872, as amended by act ap- proved February 14, 1883. Plans for the reconstruction of an exist- ing bridge at this point were approved June 7, 1910. Bridge of the Carolina, Clinchfield and Ohio Railway Company across Clinch River at Kiser, Va.-The construction of this bridge was authorized by act of Congress approved May 12, 1906, as amended by act approved April 22, 1910. Plans and map of location were approved June 7, 1910. BRIDGING OF NAVIGABLE WATERS. 1023 Bridge of the Huntington Northern Railroad Company over Ohio River at Huntington W. Va.-The construction of bridges over this stream is authorized y act of Congress approved December 17, 1872, as amended by acts of February 14, 1883, and July 13, 1892. Plans and map of location were approved June 15, 1910. Bridge of the villages of Taylors Falls, Minn., and St. Croix Falls, Wis., across St. Croix River, between said villages.-The reconstruc- tion of this bridge was authorized by act of Congress approved March 26, 1910. Plans and map of location were approved May 27, 1910, and modification of the permit was approved June 21, 1910. Under the provisions of section 9 of the river and harbor act approved March 3, 1899, bridges may be built over navigable waters entirely within the limits of any State, under authority of legislative enactments of such State, when the plans and locations of the struct- ures are approved by the Secretary of War. Plans and maps of locations of the following bridges proposed to be erected under these provisions have been examined with a view to protection of the inter- ests of navigation and have been approved by the Secretary of War, and the local engineer officers have been furnished copies of the drawings and instruments of approval and charged with the supervi- sion of construction of the bridges, so far as necessary, to see that they are built in accordance with the approved plans: Bridge of the Great Northern Railway Company over the govern- ment right of way for the Puget Sound and Lake Washington Canal and Salmon Bay, near Main street,.Seattle, Wash.--Plans and map of location were approved July 3, 1909. Bridge of the Northern Pacific Railway Company across Snoho- mish River at Snohomish, Wash.-Plans for reconstructing an exist- ing bridge at this place were approved July 13, 1909. Bridges of the SeaboardAir Line Railway Company across Hogans Creek, near Monroe street, Jacksonville, Fla.-Plans for rebuilding an existing bridge (Upper Hunter Terminal Bridge), and plans and location of a new bridge (Corse Bridge) were approved July 13, 1909. Bridge of the city of Augusta, Ga., across the Savannah River at Fifth street, Augusta, Ga.-Plansfor replacing a former bridge de- stroyed by flood were approved July 14, 1909. Bridge of Snohomish County, Wash., across the Stillaguamish River, near the town of Florence, Wash.-Plans and map of location were approved July 14, 1909. Bridge of the Atlantic Coast Line Railroad Company across Hills- boro River at Tampa, Fla.-Plans for making certain repairs to an existing structure at this place were approved July 15, 1909. Bridge of the Millers Creek Railroad Company across Levisa Fork of Big Sandy River, Kentucky.-Plans and map of location were ap- proved June 25, 1909. Modified plans were approved July 31, 1909. Bridge of the town of Messena Center, N. Y., across GrasseRiver, at thatplace.-Plans and map of location were approved August 4, 1909. Bridge of the New York, New Haven and HartfordRailroadCom- pany across Monument River, Massachusetts.--Plansand map of loca- tion for reconstruction of this bridge were approved August 5, 1909, and modified plans were approved November 30, 1909. 1024 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bridge of the city of Raymond, Wash.,. across the south fork of Willapa River, at that place.-Plans and map of location were ap- proved August 9, 1909. Bridges of the Shore Line Electric Railway Company across Stony Creek at Branford; West River at Guilford; East and Hamnmonasset rivers at Madison; Menunketesuck and Patchogue rivers near West- brook; and Oyster River at Old Saybrook, Conn.-Plans and maps of locations were approved August 9, 1909. Bridge of Tillamook County, Oreg., across the south fork of Ne- halem River.-Plans and map of location were approved August 10, 1909. Bridges of Hawkins County, Tenn., across the Holston River, near Rogersville and Churchill, Tenn.-Plans and maps of locations were approved August 10, 1909. Bridge of the city of Raymond, Wash., across Willapa River, at that place.-Plans and map of location were approved August 11, 1909. Bridge of the town of Bass Brook, Minn., across the " Thorough- fare " (Gould Lake or Joe Gould Narrows) .- Plans and map of lo- cation were approved August 25, 1909. Bridge of Iberville Parish,La., across Bayou Grosse Tete, between the towns of Grosse Tete and Rosedale, La.-Plans and map of loca- tion were approved September 3, 1909. Bridge of the city of Pittsburg, Pa. (North Side Point Bridge), across the Allegheny River near the site of the old Union Bridge, at Pittsburg,Pa.-Plans and map of location were approved September 8, 1909. Bridge of the town of Southold, Suffolk County, N. Y., across Mat- tituck Creek.-Plans and map of location were approved September 11, 1909. Bridge of Holmes County, Miss., across Tchula Lake, near Mile- ston, Miss.-Plans and map of location were approved September 14, 1909. Bridge of the Irvine Fall Bridge Company across Kentucky River near Irvine, Ky.-Plans and map of location were approved Septem- ber 17, 1909. Bridge of J. P. Rouse over Wolf River, Miss., at Rouse's Ferry.-- Plans and map of location were approved September 21, 1909. Bridge of the Manley Coal Company across the Guyandot River near Logan Courthouse, W. Va.-Plans and map of location were ap- proved September 21, 1909. Bridge of the Chicago, Milwaukee, and St. Paul Railway Company across Wisconsin River near Sauk City, Wis.-Plans for rebuilding an existing structure at this place were approved October 5, 1909. Bridge of the city of Boston, Mass., across Neponset River between the city of Boston and Milton, Mass.-Plans for rebuilding an exist- ing structure at this place were approved October 5, 1909. Bridge of Brunswick County, N. C., across Town Creek.-Plans and map of location were approved October 15, 1909. Bridge of the city of Hoquiam, Wash., across Hoquiam River at Eighth street, at that place.-Plansfor reconstruction of an existing bridge at this place were approved October 16, 1909. BRIDGING OF NAVIGABLE WATERS. 1025 Bridge of Calhoun County, W. Va., across Little Kanawha River at Graniteville, W. Va.-Plans and map of location were approved October 27, 1909. Bridge of the Baltimore and Ohio Railroad Company across Mid- dle Island Creek (St. Marys River) near St. Marys, W. Va.-Plans for reconstruction of an existing structure at this place were approved October 27, 1909. Bridge of the towns of Hartonio and Liberty, Outagamie County, Wis., across Wolf River at Hortonville, Wis.-Plans for reconstruct- ing an existing bridge at this point, were approved October 27, 1909. Bridge of the city of Seattle, Wash., across the government right of way for Puget Sound and Lake Washington Canal at Thirteenth avenue, Seattle, Wash.-Plans for the construction of a draw in an existing bridge at this place were approved October 27, 1909, and the instrument of approval was modified November 30, 1909. Bridge of Gloucester County, N. J., across Woodbury Creek, near National Park.-Plans for rebuilding an existing structure at this place were approved October 27, 1909. Bridge of Leflore County, Miss., across Tallahatchie River, near Ashwood Landing, Miss.-Plans and map of location were approved October 29, 1909. Bridge of the Oregon Railroad and Navigation Company across Willamette River at Adams and Oregon streets, Portland, Oreg.- Plans and map of location for a bridge at this point to replace an existing structure at Holladay avenue, were approved November 10, 1909. Bridge of the Montgomery Bridge Company over the Kanawha River at Montgomery and Cannelton, W. Va.-Plans and map of location of a bridge at this locality were approved September 8, 1908; plans supplemental thereto were approved February 16, 1909; and plans for false work under said bridge were approved November 13, 1909. Bridges of the Northern Pacific Railway Company across Wilton waterway at Tacoma, Wash.; Day Island waterway at Tacoma, Wash.; Steilacoom Creek waterway near Steilacoom, Wash.; Fifth street waterway, at Steilacoom, Wash.; and Cliff avenue waterway at Steilacoom, Wash.-Plans and maps of locations were approved No- vember 19, 1909. Bridge of Sumter County, Fla., across Penasoffkee Outlet, connect- ing Penasoffkee Lake with the Withlacoochee River, Fla.-Plans and map of location were approved November 22, 1909. Bridge of the Northern Railway Company across the south fork of Willapa River at Raymond, Wash.-Plans for reconstruction of an existing structure at this point were approved December 2, 1909. Bridge of the Baltimore and Philadelphia Railroad Company across Crum Creek in Delaware County, Pa.-Plans and map of loca- tion were approved December 2, 1909. Bridge of the Baltimore and Ohio Railroad Company across French Creek, W. Va.-Plans for rebuilding an existing structure at this place were approved December 3, 1909. Bridge of the city of Seattle, Wash., across Duwamish River at First avenue, south, at that place.-Plans and map of location were approved December 6, 1909. 56932°-ENG 1910-65 1026 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bridge of the Louisville and Nashville Railroad Company across Blackwater River, Florida.-Plansfor rebuilding an existing struc- ture across this stream were approved December 9, 1909. Bridge of Saginaw County, Mich., across the Tittabawassee River, on line between sections 18 and 19, township 12 north, range 4 east.- Plans and map of location of a bridge at this point were approved December 24, 1909. Bridge of the Jersey Central Traction Company across portions of Raritan River, between South Amboy and Perth Amboy, N. J.- Plans and map of location were approved December 24, 1909. Bridge of the city of Lacon, Ill., across Illinois River at that place.-Plans and map of location were approved December 24, 1909. Bridge of the Missouri Pacific Railway Company across Kansas River at Kansas City, Kans.-Plans and map of location of a new bridge to replace an existing bridge at that place were approved December 31, 1909. Bridge of the Galveston-Houston Electric Railway Company over Dickinson Bayou, in Galveston County, Tex.-Plans and map of loca- tion were approved January 14, 1910. Bridge of the Galveston-Houston Electric Railway Company over Clear Creek, between Harris and Galveston counties, Tex.-Plans and map of location were approved January 14, 1910. Bridge of the Great Northern Railway Company over Salmon Bay waterway, west of the United States canal reservation,in the vicinity of Thirty-fourth avenue northwest, Seattle, Wash.-Plans and map of location were approved January 17, 1910. Bridge of the Washington Railroad Company over Salmon Bay waterway, west of the United States canal reservation,in the vicinity of Thirty-fourth avenue northwest, Seattle Wash.-Plans and map of location were approved January 17, 1910. Bridge of the Grays Harbor and Puget Sound Railway Company over Chehalis River at Aberdeen, Wash.-Modified plans for the con- struction of a bridge at this place were approved January 19, 1910. Bridges of the Los Angeles InterurbanRailway Company over Cer- ritos Slough at Long Beach, Cal.-Plansand maps of locations of two trestle bridges at this location were approved January 19, 1910. Bridge of the city of Seattle over the right of way for a canal be- tween Lake Union and Lake Washington, Washington.-Plans and map of location for a temporary bridge at the locality were approved January 20, 1910. Bridge of the Oregon and Washington Railroad Company over the city waterway at Tacoma, Wash.-Modified plans and map of loca- tion of a bridge proposed to be built at this place were approved Jan- uary 20, 1910. Bridge of the Minneapolis, St. Paul and Sault Ste. Marie Railway Company over Fox River, about 4 miles below Portage, Wis.-Plans for the reconstruction of an existing bridge at this point were ap- proved January 22, 1910. Bridge of the city of Aberdeen, Wash., over Wishka River, at Young street, North Aberdeen, Wash.-Plans and map of location were approved January 22, 1910. Bridge of the Raritan River Railroad Company over South River, New Jersey.-Plans for the reconstruction of an existing bridge at this point were approved January 29, 1910. BRIDGING OF NAVIGABLE WATERS. 1027 Bridge of Duvall County, Fla., over Little Pottsburg Creek, in said county.-Plans and map of location of a bridge to replace an existing bridge were approved January 29, 1910. Bridge of the Murphysboro and Southern Illinois Railway Com- pany over Big Muddy River at Murphysboro, Ill.-Plans and map of location were approved February 8, 1910. Bridge of Chehalis County, Wash., over Wishka River, in section 15, township 18 north, range 9 west, Willamette meridian.-Plansand map of location were approved February 8, 1910. Bridge of the New York, New Haven and Hartford Railroad Corm- pany over Thames River at New London, Conn.-Plans and map of location of a bridge to replace an existing structure were approved February 10, 1910. Bridge of Benton County, Oreg., over the Willamette River, at Corvallis, Oreg.-Plansand map of location were approved February 10, 1910. Bridge of Redwood City, Cal., over Redwood Creek,.at Holder and East Bradford streets in said city.-Plans and map of location were approved February 11, 1910. Bridges of the town of Mashpee, Mass., over Mashpee River, Pop- ponessett Bay, and a channel connecting these waterways between Gooseberry Island and the mainland.-Plansand maps of locations were approved February 11, 1910. Bridge of the Atlantic City Railroad Company over Crook Horn Thoroughfare, New Jersey.-Plans and map of location of a bridge to replace an existing one were approved February 14, 1910. Bridge of the Great Northern Railwoay Company over the Okano- gan River at a point about 12 miles north of Brewster, Wask.-Plans and map of location of a bridge at this point were approved Febru- ary 15, 1910. Bridge of the Chicago, Milwaukee and Puget Sound Railway Com- pany over Chehalis River near Rochester, Wash.-Plans and map of location were approved February 16, 1910. Bridge of the Cleveland and Mahoning Valley Railroad Company and the Erie RailroadCompany over Cuyahoga River, near Jefferson street, Cleveland, Ohio.-Plans and map of location were approved February 16, 1910. Bridge of Cumberland County, N. J., over Maurice River, at Mauricetown, N. J.-Plans for the reconstruction of an existing bridge at this point were approved February 21, 1910. Bridge of the Lake Shore and Michigan Southern Railway Com- pany over Portage River, near Port Clinton, Ohio.-Plans and map of location of a bridge to replace an existing structure were approved February 21, 1910. Bridge of the city of Hoquiam, Wash., over Little Hoquiam River, at said city.-Plans for reconstructing an existing bridge at this place were approved February 23, 1910. Bridge of the Camden Ferry Company over Pasquotank River at Elizabeth City, N. 0.-Plans and map of location were approved February 24, 1910. Bridge of Humphreys County, Tenn., over Duck River, above the mouth of Buffalo River, and at or near Link Ford, Tennessee.-Plans and map of location were approved February 25, 1910. 1028 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bridge of Cape May County, N. J., over Cape Island Creek at Schellingers Landing, N. J.-Plans and map of location of a bridge to replace an existing one were approved February 25, 1910. Bridge of Putnam County, Fla., over Dunns Creek, in said county.- Plans and map of location were approved March 10, 1910. Bridge of P. N. Jacobson over one of the channels of Detroit River from the city of Wyandotte to the island of Grosse Isle, Michigan.- Plans and map of location were approved March 12, 1910. Bridge of the West Virginia Short Line Railroad Company over West Fork River at Lumberport, W. Va.-Plans and map of location were approved March 12, 1910. Bridge of the city of Seattle, Wash., over Lake Union at waterway No. 14 and East Lake avenue.-Plans and map of location for a tem- porary trestle were approved March 15, 1910. Bridges of the Seaboard Air Line Railway Company, one over Withlacoochee River and one over Blue Run (Wekiva River), near Dunnellon, Fla.-Plansand maps of locations were approved March 15, 1910. Bridge of the Tampa Northern Railroad Company over the With- lacoochee River in Marion and Citrus counties, Fla.-Plans and map of location were approved March 15, 1910. Bridge of Duvall County, Fla., over Trout Creek, near Dinsmore.- Plans and map of location were approved March 16, 1910. Bridge of the Chicago and North Western Railway Company over Manitowoc River at Manitowoc, Wis.-Plans for the reconstruction of an existing bridge at this place were approved March 16, 1910. Bridge of Walton County, Fla., over Four Mile (Cedar) Creek at Freeport, Fla.-Plansand map of location were approved March 16, 1910. Bridge of the Erie Terminals Railroad Company over Hackensack River, near Secaucus, N. J.-Plans and map of location were ap- proved March 16, 1910. Bridge of the city of Portland, Oreg., over Willamette River at Broadway, in said city.--Plans and map of location were approved March 23, 1910. Bridge of the Pittsburg and Shawmut Railroad Company over Allegheny River at Mahoning, Pa.-Plans and map of location were approved March 24, 1910. Bridge of the town of Westbrook, Conn., over Menunketesuck River.-Plans and map of location for a bridge to replace an exist- ing structure were approved March 24, 1910. Bridge of the New York Central Lines over Vermilion River at Vermilion, Ohio.-Plans for rebuilding an existing bridge at this point were approved March 24, 1910. Bridge of the town of Panama City, over Massalona Bayou, Florida.-Plansand map of location for a bridge at this place were approved March 25, 1910. Bridge of the Pennsylvania Lines west of Pittsburg over Wheeling Creek at Wheeling, W. Va.-Plans and map of location of a bridge to replace an existing structure were approved March 25, 1910. Bridge (B) of the Pennsylvania Railroad Company over the Schuylkill River at Filbert street, Philadelphia, Pa.-Plans for widening its existing bridge (B) were approved March 25, 1910. BRIDGING OF NAVIGABLE WATERS. 1029 Bridge of the Southern Pacific Company over Sacramento River between Washington, at D or Ann streets, and the city of Sacra- mento, Cal.-Plans for the reconstruction of an existing bridge at this point were approved April 1, 1910. Bridge of the Pittsburg, Bessemer and Lake Erie Railroad Com- pany over Conneaut Creek at Conneaut, Ohio.-Plans and map of location of a bridge to replace an existing structure at this place were approved April 1, 1910. Bridge of the Seattle Electric Company over the government right of way across Lake Washington and Puget Sound Canal at Thir- teenth avenue west, city of Seattle, Wash.-Plans and map of loca- tion were approved April 5, 1910. Bridge of the Pennsylvania Railroad Company (lessee of the United New Jersey Railroadand Canal Company) over PassaicRiver (Center Street Bridge), at Newark and Harrison, N. J.-Plans and map of location of a bridge to replace an existing structure were approved April 6, 1910. Bridge of the Florida East Coast Railway Company over Pablo Creek, in Duval County, Fla.-Plansfor the alteration of the central bridge were approved August 4, 1909, and modification thereof approved April 7, 1910. Bridge of the Upper Merion and Plymouth RailroadCompany over Schuylkill River at Swedeland and Ivy Rock, Pa.-Plans and map of location were approved April 7, 1910, and modified plans were approved May 27, 1910. Bridge of the Sacramento Southern Railroad Company over Snod- grass Slough, California.-Plansand map of location of a bridge at this point were approved April 12, 1910. Bridge of the North-East Coal Company over Levisa Fork of Big Sandy River near Auxier, Ky.-Plans and map of location of a bridge at this place were approved April 20, 1910. Bridge of the Minneapolis, St. Paul and Sault Ste. Marie Railway Company over Leech Lake River, Minnesota.-Plans and map of location of a bridge at this place were approved April 21, 1910. Bridge of Dallas County, Tex., over Trinity River, about 5 miles below the city of Dallas, Tex.-Plans and map of location of a bridge to replace an existing structure at this point were approved May 3, 1910. Bridge of the city of Seattle, Wash., over Smiths Cove Waterway at West Garfield street, Seattle, Wash.-Plans and map of location of a temporary bridge at this place were approved May 4, 1910. Bridges of the city of Seattle, Wash., over the waterway connecting Puget Sound with Lakes Union and Washington, at Evanston avenue and Fremont avenue, produced, in said city.-Plans and maps of locations of two temporary bridges at the locations mentioned were approved May 4, 1910. Bridge of Duval County, Fla., over Sixmile Creek, Florida.-Plans and map of location of a bridge to replace an existing structure were approved May 4, 1910. Bridge of the Eastern and Pacific Railway Company over Willapa River, a short distance above the town of Willapa, Wash.-Plans and map of location of a bridge at this place were approved May 9, 1910. 1030 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bridge of Tehama County, Cal., over Sacramento River, at C street, Tehama, Cal.-Plansand map of location were approved Feb- ruary 8, 1910, and modified plans were approved May 9, 1910. Bridge of the Houston Belt and Terminal Railway Company over Buffalo Bayou, at Houston, Te.-Plans and map of location were approved May 10, 1910. Bridge of Hillsboro County, Fla., over Hillsboro River, about 3 miles above the city of Tampa, Fla.-Plansand map of location of a bridge at this place were approved May 14, 1910. Bridge of the Kentucky River Hardwood Company over the north fork of Kentucky River at a point about 300 feet above the mouth of Quicksand Creek, Breathitt County, Ky.-Plans and map of loca- tion of a bridge at this place were approved May 19, 1910. Bridge of the Woodmere Realty Company over Mills Creek at Woodmere, N. Y.-Plans and map of location of a bridge to replace an existing structure were approved May 21, 1910. Bridge of the Monongahela River Railroad Company over West Fork River near the mouth of Tavebaugh Creek, West Virginia.- Plans and map of location of a bridge to replace an existing structure at this place were approved May 23, 1910. Bridge of Chehalis County, Wash., over Chehalis River in the vicinity of Montesano and Wynooche, Wash.-Plans and map of location were approved May 27, 1910. Bridge of Caroline and Talbot counties, Md. (Dover Bridge), over Choptank River, Maryland.-Plansfor reconstruction of an existing bridge at this locality were approved March 19, 1910, and modified plans were approved May 27, 1910. Bridge of the Union Pacific Railroad Company over Kansas River at Kansas City, Kans.-Modified plans for the reconstruction of an existing bridge at this place were approved May 28, 1910. Bridge of Cowlitz County, Wash., over Cowlitz River, at Castle- rock, Wash.-Plans and map location of a bridge to replace a struc- ture carried away by flood were approved January 20, 1910, and modified plans were approved June 6, 1910. Bridge of Gilmer County, W. Va., across Little Kanawha River at Gilmer Station, W. Va.--Plans and map of location were approved June 7, 1910. Bridge of Chowan County, N. C., over Rockyhock Creek about one- half mile from its mouth.-Plans and map of location were approved June 7, 1910. Bridge of the Atlantic City Riviera Parkway Company over Beach Thoroughfare at Riviera Beaches and Atlantic City, N. J.-Plans and map of location were approved June 8, 1910. Bridge of the Kinder and Northwestern Railroad Company across Bayou D'Arbonne, Louisiana.-Plansand map of location were ap- proved June 9, 1910. Bridge of Pierce and Thurston counties, Wash., across Nisqually River.-Plans and map of location were approved June 15, 1910. Bridge of the city of Hoquiam, Wash., over Hoquiam River at Ramer avenue, said city.-Plans and map of location were approved June 17, 1910. Bridge of the Pennsylvania Railroad Company across the Alle- gheny River at Tuttletown, Pa.-Plansfor the reconstruction of an existing bridge, No. 111, on the Salamanca Branch were approved June 23, 1910. BaIbGES OiSTRtcTING NA VIGATION. 1031 Bridge of the firm of Johnson & Hyde across Cedar Creek at Lake Side Park, Jacksonville, Fla.-Plans and map of location were approved June 25, 1910. BRIDGES OBSTRUCTING NAVIGATION. Under the requirements of section 18 of the river and harbor act approved March 3, 1899, the Secretary of War notified the persons, corporations, or associations owning or controlling certain bridges obstructing navigation, after giving them a reasonable opportunity to be heard, to so alter said bridges as to render navigation through or under them reasonably free, easy, and unobstructed, specifying in the notice the alterations required to be made and prescribing a reasonable time within which to make them, as follows: Bridge of Morin County, Cal., over the tidal estuary between Bel- vedere and Tiburon.-Notice dated January 20, 1910, was served on the board of supervisors February 7, 1910. Specified alterations to be made and completed on or before May 1, 1910. Bridge of the New York Central and Hudson River Railroad Com- pany and of the city of Lyme, N. Y., over Chaumont River near its mouth.-Notices dated April 9, 1910, were served on the company and the city April 18 and 21, 1910, respectively. Specified alterations to be completed on or before June 15, 1910. Bridge of the Boston and Maine Railroad Company across Man- chester Harbor, Massachusetts.-Notice dated May 13, 1910, was served on the company May 18, 1910. Specified alterations to be made and completed on or before twelve months from date of service of notice. Bridge of the Atlantic Coast Line Railroad Company over Santee River at St. Stephens and Gourdin, S. C.-Notice dated August 23, 1909, was served on the company September 1, 1909. Specified altera- tions to be made and completed on or before three months from the date of service of notice. Bridges of the Pennsylvania, Lake Shore and Michigan Southern, and Baltimore and Ohio Railroad companies across Calumet River in Chicago, Ill.-Notices dated January 28, 1910, were served on the respective companies February 23, 25, and March 18, 1910. Specified alterations to be made and completed on or before two years from service of notices. Bridge of the city of Chicago, Ill., across the South Branch of Chicago River at Lake street, in said city.-Notice dated June 30, 1909, was served on the mayor of the city July 20, 1909. Specified alterations to be made and completed before December 31, 1912. Bridge of the city of Chicago, Ill., across the North Branch of Chicago River at Indiana street, in said city.-Notice dated June 30, 1909, was served on the mayor of the city July 20, 1909. Specified alterations to be made and completed on or before May 30, 1912. Bridge of the West Jersey and Seashore Railroad Company over Weakfish Creek, near Corson Inlet, New Jersey.-Notice dated June 22, 1909, was served on the company July 23, 1909. The specified alterations to be made and completed within seven months from date of service of notice, subsequently extended to April 10, 1910. Bridge of the Tewas and Pacific Railway Company across Old River at Torras, La.-Notice dated March 22, 1910, was served on 1032 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the company March 29, 1910. Ten months from date of service of notice was specified as the time within which to make necessary alterations. Bridge of the Klaren Bridge Company over Wappoo Creek, South Carolina.-Noticedated March 22, 1910, was served on the company March 30, 1910. Specified alterations to be made and completed within four months from date of service of notice. Bridge of the Wilmington Railway Bridge Company over the Cape FearRiver at Navassa Guano Factory, North Carolina.-Noticedated June 21, 1910, was served on the company June 27, 1910. Specified alterations to be made and completed on or before one year from date of service of notice. Bridges of the Old Colony Street Railway Company, the city of Quincy, and the towns of Weymouth and Hingham, Mass., over the Weymouth Back River at Lincoln street, Hingham, Mass.-Notices dated May 20, 1910, were served on the Board of Selectmen of Hing- ham June 1, of Weymonth on May 26; the Old Colony Street Rail- way Company May 27; and the city of Quincy May 27, 1910. Speci- fied alterations of the two bridges to be completed by June 30, 1911. Bridge of the Boston and Maine Railroad Company over Man- chester Harbor, Massachusetts.-Notice dated May 13, 1910, was served on the company May 18, 1910. Specified alterations to be made and completed on or before twelve months from the date of service of notice. Bridge of Worcester County, Mid., over St. Martins River, near Bishopville, Md.-Notice dated May 10, 1910, was served on C. C. Mumford on May 25, 1910. Specified alterations to be completed on or before June 30, 1910. Bridge of the Southern Pacific Company across the Sacramento River, at Tehama, Cal.-Notice dated June 10, 1910, was served on the company July 1, 1910. Specified alterations to be made on or before December 31, 1911. Bridge of the cities of Boston and Chelsea, Mass., over Mystic River, Boston Harbor.-Notices dated June 3, 1910, were served on the mayor of the city of Chelsea, Mass., June 10, and on the mayor of Boston, Mass., June 9, 1910. Specified alterations to be completed on or before June 30, 1911. STRUCTURES OTHER THAN BRIDGES IN THE NAVIGABLE WATERS OF THE UNITED STATES. Pursuant to the provisions of sections 9 and 10 of the river and harbor act of March 3, 1899, and of certain special acts of Congress, numerous applications for permission to build structures of various kinds other than bridges (such as dams, wharves, dolphins, booms, weirs, etc.) in the navigable waters of the United States have been examined with a view to the protection of navigation interests. Upon the recommendation of the Chief of Engineers, permits have been granted by the Secretary of War for the erection of a number of such structures, but specific reference is not deemed necessary except in the following cases: Dam of Badger Hydro-Electric Company in Wisconsin River n'ear Prairie du Sac, Wis.-Plans and map of location were approved August 4, 1909. REPAIRS TO AQUEDUCT BRIDGE, DISTRICT OF COLUMBIA. 1033 Dam of the Koochiching Company (Rainy River Improvement Company), in Rainy Lake River, in the State of Minnesota.-Con- struction of this dam was authorized by act of Congress approved May 4, 1898, and acts amendatory thereof. Plans and map of loca- tion were approved September 21, 1909; and instrument supplemental thereto, dated February 19, 1910. Dam of the Burbank Power and Water Company, successor to the Pasco Power and Water Company, across Snake River in the vicinity of Fivemile Rapids.-Modified plans of instrument dated September 10, 1906, were approved November 2, 1909. Dams of the Fall Lake Boom Company in Eve, Birch, McDougall, and Bear Island Lakes, Minnesota.-Plansand maps of locations of four dams at the locations mentioned were approved October 15, 1909. Dam of the Alabama Power Company, in Coosa River, at the site selected for the location of Lock and Dam No. 12 under the Govern- ment project for improvement of the river.-Construction of this dam was authorized by act of Congress approved March 4, 1907. Plans and map of location were approved March 3, 1910. Dams of A. C. Kuhn in two small sloughs, one emptying into Alviso Slough, and the other into Guadalupe River, California.- Plans and maps of locations for two dams were approved September 22, 1909. Dam of the Loggers Boom and Driving Company in North River, Washington.-Plans and map of location were approved March 17, 1910. Dam of E. J. Hartman, et al., across Clearwater River (Middle Fork) at Kooskia, Idaho.-Plans and map of location were approved May 10, 1910. Dam of the Clearwater Timber Company across North Fork of Clearwater River at Bruces Eddy, Idaho.-Plans and map of loca- tion were approved June 9, 1910. MISCELLANEOUS. [Public works not provided for in acts making appropriations for the construction, repair, and preservation of works on rivers and harbors.] REPAIRS TO AQUEDUCT BRIDGE, DISTRICT OF COLUMBIA. Operations under this head were in the charge of Maj. Jay J. Morrow, Corps of Engineers, to March 15, 1910, and in the charge of Capt. Warren T. Hannum, Corps of Engineers, from that date to the end of the fiscal year. Examination and repair of piers.-The piers of this bridge, origi- nally constructed to carry a canal across the Potomac at Washington, D. C., were built between 1835 and 1840, of Potomac River gneiss, laid in the form of rough rubble masonry, except the ice breakers, which are of cut granite. In 1868 a floor system and approaches were added and the structure was used as a highway toll bridge until 1886, when the Government purchased it and erected the pres- ent superstructure on the old piers. Shortly after the freshet of June, 1889, pier No. 1 (the first from the Virginia end) was observed to have moved several inches, and defects in other piers were no- ticed. An examination and the first repairs of which there is any record were made at that time under the Commissioners of the Dis- trict of Columbia, to whose custody the bridge had been transferred. 1034 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Examinations by diver and such minor repairs as were found neces- sary have been made from time to time since under the direction of the Secretary of War. These examinations have shown that there is in process a gradual deterioration of the masonry of the piers below the water line. The defects show usually in the form of cavities caused by the dropping out, during freshets, of one or more of the stones in or near the face. These cavities have usually been repaired by filling them with concrete in bags, deposited by a diver. In some instances the repaired portions have been protected by plac- ing riprap in front of them. In three of the piers, Nos. 1, 4, and 5, the defects became so serious that this method of repair was imprac- ticable, and new piers have been built to replace the old ones. The first repairs were made under the direction of the War Depart- ment and were provided for by act of Congress of August 7, 1894, which appropriated $51,070 for this purpose. Piers 2, 3, 5, 6, 7, and 8 were repaired by the use of concrete in bags, placed by a diver, and repairs to pier 4 by the use of a cofferdam were commenced. The total expenditure was $46,379.70. The balance of $4,690.30, being insufficient to complete the work at pier 4, reverted to the Treasury. Piers 4, 5, and 1 were subsequently entirely rebuilt under separate appropriations of $65,000, $65,000, and $80,000, respectively. Congress by joint resolution approved July 1, 1902, enacted as follows: That the Secretary of War be, and he is hereby, authorized to spend an amount not exceeding three thousand dollars from the balance of appropria- tions for the reconstruction of pier numbered four of the Aqueduct Bridge, District of Columbia, for the purpose of the examination of and immediate temporary repairs to the remaining piers of said bridge in cases of need arising from flood or ice. The act of Congress approved March 2, 1907, making appropria- tions for the expenses of the government of the District of Columbia for the fiscal year ending June 30, 1908, contains the following item: And the unexpended balance, amounting to about fourteen thousand dollars, of the appropriations for the reconstruction of piers numbered four and five of said bridge is hereby reappropriated and made available for the periodical examination of the remaining piers of the bridge and making of such repairs as may be found necessary. The last examination of the old piers was made by diver during April and May, 1910, and such defects as were found were repaired in the usual manner, by the use of concrete in bags, and the piers left in as good condition as practicable. While this method of repair may prolong the life of the piers to a certain extent, it is believed to be only a question of time when all of the old piers will have reached a stage when this method will be im- practicable, even for temporary repairs. Tentative plans and estimates have been prepared for a more radical scheme of repair, and soundings and probings have been made to determine the amount of work required. Estimates for three plans for remedying existing conditions are submitted: A. For complete removal of the present bridge and replacing it with a new one, including new superstucture, $950,000. B. For complete removal of the remaining five old piers and re- placing them with new ones and repairing the abutments, using the present superstructure, $350,000. WASHINGTON AQUEDUCT. i035 C. For thoroughly and permanently repairing the remaining five old piers and two abutments, using the present superstructure, $150,000. It is recommended that this matter be brought to the attention of Congress with a view to the adoption of one of the projects mentioned above, any one of which will provide a substantial and stable struc- ture, without the present liability of being rendered unstable in one or more of the old piers by the removal of a number of stones from the piers during an unusually heavy freshet. These different proj- ects are explained in the report of the officer in charge. A possible objection to project C above is that the repairs under this project might detract from the appearance of the bridge. It is suggested, therefore, that the proper committee of Congress might direct the Commission of Fine Arts, established by act of the second session, Sixty-first Congress, to render an opinion. The amount expended during the fiscal year was $2,072.17, dis- tributed as follows: Examination of old piers by diver-------- .. -- __-___________ $238. 50 Repairs to old piers by diver_-.............. __--__ _____ -- 764. 72 Soundings and probings around old piers _____-. __._________ 250. 62 Preparation of plans and general office expenses------------------- 818. 33 July 1, 1909, balance unexpended _--_-__ -- -------- ___. 13, 679. 93 June 30, 1910, amount expended during fiscal year -------- __ _ - 2, 072. 17 July 1, 1910, balance unexpended_--------------------------- 11, 607. 76 (See Appendix D D D.) MAINTENANCE AND REPAIR OF THE WASHINGTON AQUEDUCT, DIS- TRICT OF COLUMBIA, AND WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, FILTRALIION PLANT. Operations under this head were in the charge of Maj. Jay J. Morrow, Corps of Engineers, from December 22, 1908, to March 15, 1910, and Capt. Warren T. Hannum, Corps of Engineers, from March 15, 1910, to the end of the fiscal year. Major Morrow had under his immediate orders Capt. Warren T. Hannum, Corps of Engineers, from December 22, 1908, to March 15, 1910. Washington Aqueduct, District of Columbia: Maintenance and operation of the Washington Aqueduct and its accessories.-Appro- priations for maintenance and operation of the Washington Aque- duct are applied to the improvement, maintenance, and repair of those parts of the water-supply system which are under the super- vision of the Chief of Engineers. These are the masonry dam across the Potomac at Great Falls; the works there for regulating the sup- ply to the conduit; the Conduit road from Great Falls to Washing- ton, a distance of about 14 miles; the conduit from Great Falls to the Georgetown reservoir, a distance of about 12 miles; the three reservoirs for supplying the city; the tunnel, about 4 miles long, con- necting the Georgetown and McMillan Park reservoirs; the two bridges for carrying the mains across Rock Creek; and other auxil- iary works. A description of these works may be found in the An- nual Report of the Chief of Engineers, 1903, pages 2485-2487. The original project for construction of the Washington Aqueduct was dated February 12, 1853, and published as Senate Executive Doc- 1036 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ument No. 48, Thirty-second Congress, second session. The project provided for supplying the city of Washington with water taken from the Potomac River at Great Falls, Maryland, about 14 miles above the city and 162 miles from the present filtration plant, and with water from Little Falls Branch. Work was begun in 1853, and in 1859 water from Little Falls Branch was supplied to the city through the conduit. The first Potomac water was supplied to the city in December, 1863. The water from Little Falls Branch became polluted, and works for excluding it were completed in 1895. The dam at Great Falls was raised during 1896 and the capacity of the system increased to its present extreme limit of 90,000,000 gallons per day, or, making allowances for sudden increases in consumption, to a safe limit of 65,000,000 gallons. For a discussion of the capacity of the system see Annual Reports of the Chief of Engineers for 1897, pages 3991- 4014; for 1906, pages 2093-2095; and for 1909, pages 2310-2311. During the year the intake at the mouth of the conduit was cleaned; a new Georgia pine sill was placed at the bottom of the stop-plank grooves at the intake; concrete wingwalls were built for strengthen- ing the masonry at the south connection of Dalecarlia reservoir; a sluice gate was installed in the conduit at waste weir No. 2; the weir between the two basins in Georgetown reservoir was lowered to ele- vation 133.83; some repairs were made to the conduit and Conduit road, and the other structures maintained in good condition. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1909, MAINTENANCE. July 1, 1909, balance unexpended___ -__-- _ $4, 229. 15 -_______________ June 30, 1910, amount expended during fiscal year______________ 4, 229. 15 WASHINGTON ACQUEDUCT, DISTRICT OF COLUMBIA, 910, MAINTENANCE. Amount appropriated March 3, 1909__ --------- __ ____________ $33,000.00 June 30, 1810, amount expended during fiscal year___ 28, 733. 35 July 1, 1910, balance unexpended___---___________________--__ 4, 266. 65 July 1, 1910, outstanding liabilities__________________________ 4, 266. 65 (See Appendix E E E 1.) Washington Aqueduct, District of Columbia, filtration plant: Maintenance and operation.-By act of Congress approved March 3, 1909, the sum of $82,000 was appropriated for maintenance and op- eration of the Washington Aqueduct, District of Columbia, filtra- tion plant, for the fiscal year 1910. The Washington filtration plant consists of a pumping station for raising the water from the McMillan Park reservoir to the filters; of 29 filter beds of the slow-sand type, having an effective filter area of 1 acre each; of a filtered-water reservoir, having a capacity of about 15,000,000 gallons; of the necessary piping and valves for carrying the water, controlling the rates of filtration, etc.; of a sand- washing and storage system, and of a laboratory for testing the water. The filtration plant has been in continuous operation through- out the year at 1 the entire water supply of the city has been filtered. The bacteria have been reduced from an average of 6,820 per cubic centimeter in the McMillan Park reservoir to an average of 143 in the filtered-water reservoir. The average turbidity has been similarly reduced from 18 to 1 parts per million. WASHINGTON AQUEDUCT. 1037 The actual number of bacteria in the city water varied from 2,800 to 3 per cubic centimeter, while the number in the river water ran from 170,000 to 37. The actual average reduction by months varied between 99+ and 94 per cent. The work during the year consisted in cleaning and operating the filters; in analyzing samples of water from the several reservoirs, from each filter, and from taps in various parts of the city; in oper- ating and keeping in repair the pumping station; in doing the neces- sary clerical work connected with the office, and in conducting experiments with a view to determining the results of different rates of filtration. All work was done by day labor. The total quantity of water pumped to the filters during the year was 21,605.44 million gallons, or an average of 59.19 million gallons per day. During the year 15,505 cubic yards of sand were washed and 16,876 cubic yards were replaced in the filters. While the quality of the city filtered water was excellent for the greater part of the year, there were several periods when the number of bacteria exceeded what is considered by experts to be the proper standard for a filtered- water supply. The filtered water was unsatisfactory with respect to turbidity for a considerable percentage of the time. This confirms the experience of the four previous fiscal years and also the judgment of the three experts as expressed in their report, dated February 18, 1901, to the chairman of the Senate Committee on the District of Columbia. The cost per million gallons filtered was $3.80. (For details of cost see Appendix E E E 2.) A more complete description of the Washington filtration plant may be seen in the Annual Report of the Chief of Engineers for 1906, pages 2101 and 2102. Attention is invited to that portion of the report of the officer in charge for the fiscal year 1908 appearing on pages 2365-2372, An- nual Report of the Chief of Engineers for 1908, which deals with the subject of preliminary treatment of Potomac water. MAINTENANCE, WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, FILTRATION PLANT.-GENERAL, 1909. July 1, 1909, balance unexpended -------------------------- $10, 001. 44 June 30, 1910, amount expended during fiscal year__________ 10, 001.44 MAINTENANCE, WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, FILTRATION PLANT---GENERAL, 1910. Amount appropriated by act approved March 3, 1909------------- $82,000. 00 June 30, 1910, amount expended during fiscal year--______________ 71, 639. 33 July 1, 1910, balance unexpended_----------------------------- 10, 360. 67 July 1, 1910, outstanding liabilities__------------------------ 9, 022. 38 July 1, 1910, balance available------------------------------ 1, 338. 29 July 1, 1910, amount covered by uncompleted contracts------------- 1, 338. 29 Preliminary treatment of the water supply.-The sum of $27,500 was appropriated by act of Congress, approved May 18, 1910, for the construction and operation of a plant for the preliminary treatment of the water supply during the fiscal year 1911. The sediment in the raw water will, by the preliminary treatment of the water, be 1038 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. precipitated and settle out in the Georgetown reservoir. To aid in the removal of the coagulated matter and to provide for the period- ical removal of this sediment, it is necessary to remodel the George- town reservoir, an estimate for which is submitted, which will com- plete the project for the preliminary treatment of the water. It was estimated that for the purchase of chemicals for use in the preliminary treatment of the water $9,000 per annum would be re- quired. (Annual Report, Chief of Engineers, 1908, p. 2372.) As the preliminary-treatment plant is part of the works for the purifica- tion of the water supply, $9,000 is added to the previous annual appropriation of $82,000 for the maintenance and operation of the filtration and a clause inserted in the wording of the appropriation to provide for the operation and maintenance of the preliminary- treatment plant, making a total estimate of $91,000. This method of providing for the operation of the preliminary-treatment plant will be the most economical and the most suitable for the best adminis- tration. Parkinggrounds, Washington City reservoir.-By act of Congress, approved May 26, 1908, the sum of $6,000 was reappropriated from the amount appropriated for the maintenance and operation of the Washington Aqueduct, District of Columbia, filtration plant for the fiscal year ending June 30, 1908. The unexpended balance of $472.08 (July 1, 1909), covered by out- standing liabilities, was disbursed during the fiscal year. No estimate was submitted for the fiscal year ending June 30, 1910, but the necessity for continuing the work on this project still exists. Considerable grading remains to be done on the areas south of the dam and on the north and west sides of the reservoir. The ground, already graded, has no covering of soil, and consequently will not support a growth of either grass or shrubs. It will therefore be unsightly until it is covered with soil and the work of parking has been completed in accordance with the plans already prepared. The sum of $2,000 was appropriated by act of Congress, approved May 18, 1910, for continuing the work on this project during the fiscal year 1911. This amount is insufficient to complete the work, however, and it is therefore recommended thta an additonal appro- priation be made, an estimate for which is submitted. MAINTENANCE, WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, FILTRATION PLANT, 1909, PARKING GROUNDS, WASHINGTON CITY RESERVOIR. July 1, 1909, balance unexpended_-- .-- $472. 08 June 30, 1910, amount expended during fiscal year ------------ 472. 08 Metering water suppty of United States buildings and grounds.- the necessity for the prompt installation of meters on all the water services in the District of Columbia, including the water services to the United States buildings, reservations, or grounds, is explained in the report on Increasing the Water Supply of the District of Colum- bia, House Document No. 347, Sixty-first Congress, second session. The finding in this report that a new aqueduct was not necessary was based principally on the assumption that metering of all services in the District of Columbia would be immediately provided for. By act of Congress, approved May 18, 1910, the sum of $7,000 was appropriated to begin the work of metering the United States build- ings, reservations, and grounds during the fiscal year 1911. This WASHINGTON AQUEDUCT. 1039 amount is insufficient to complete the work contemplated, and it is recommended that an additional appropriation be made to complete it, for which an estimate is submitted. It is also urged that provision be made for the rapid installation of meters on all private services, as recommended in the document mentioned above. Assistant overseer's house, Great Falls, Maryland.-The purity of the water supply and its economical treatment by the filters depends largely upon the intelligent handling of the gates at Great Falls, Maryland. As a safeguard, it is necessary to provide quarters upon the reservation for a reliable assistant to the overseer, an estimate for which is submitted. Increasing the water supply of Washington, D. C.-By act of Con- gress, approved May 26, 1908, $10,000 was appropriated for prelimi- nary investigations and surveys for increasing the water supply. The results of these investigations, with recommendations, were made the subject of a special report to the Chief of Engineers by the officer in charge, which report was submitted on July 8, 1909. On pages 4, 5, 7, 8, 84, and 85 of said report reference is made to increasing the water supply by using the Patuxent River as a source. Unless prompt action is taken toward the installation of meters upon all water connections in the District of Columbia, it will be necessary to submit to Congress an estimate for the construction of a new aque- duct. It is therefore believed to be for the best interests of the United States to determine as soon as practicable the availability and adapt- ability of the Patuxent River as a source of supply, and an estimate is submitted for making the necessary investigations and surveys. INCREASING WATER SUPPLY OF WASHINGTON, D. C.-PRELIMINARY INVESTIGATIONS AND SURVEYS. July 1, 1909, balance unexpended--- ---------------- ..------ $890. 67 June 30, 1910, amount expended during fiscal year------------------ 890. 67 Lining certain unlined tunnel sections of the aqueduct.-There is in the aqueduct a total length of 4,364 feet of tunnel through rock, which is unlined. The best engineering practice of the present day would require all tunnel in rock to be lined for use as an aqueduct. In these unlined sections of the aqueduct there are certain places where the rock is disintegrating and falling from the roofs and sides of the tunnels. Such portions of the unlined sections of the tunnels should be lined for the sake of the stability of the aqueduct and to remove the danger to the lives of employees engaged in cleaning or inspecting the aqueduct. To begin this work an estimate is sub- mitted. Emergency fund.-No expenditures were made from this fund during the year. It is recommended, however, that such a fund be again provided for, to be used only in case of a serious break in one of the important aqueduct or filtration-plant structures, which might endanger or interrupt the water supply, and an estimate is sub- mitted. In the spring of 1909 the Metropolitan Southern Railroad began the construction of a railroad over the right of way through the grounds of the Dalecarlia reservoir, granted by act of Congress ap- proved March 3, 1891. The regulations approved by the Secretary of War in 1893 to govern the construction and maintenance of the railroad, as published on page 4288, Annual Report of the Chief of 1040 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Engineers for 1893, were slightly amended in 1909 to meet present conditions. The construction is being completed in accordance with these regulations under the supervision of the engineer officer in charge of the Washington Aqueduct. As required by the regulations, the railroad company deposited with the Treasurer of the United States $1,500, from which the cost of necessary inspection of the railroad construction was paid. July 1, 1909, balance unexpended _____________________----- $1,465. 00 June 30, 1910, amount expended during fiscal year __----------_---_ 97. 50 July 1, 1910, balance unexpended______________----------- - 1, 367.50 Dredging Dalecarlia reservoir.-By act of Congress, approved May 26, 1908, the sum of $10,872.09 was reappropriated, being the unexpended balance from the appropriation of $16,000, approved March 2, 1907. No work was done during the fiscal year, but the balance of $626.40, July 1, 1909, covered by outstanding liabilities, was disbursed. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1909-DREDGING DALECARLIA RESERVOIR. July 1, 1909, balance unexpended ------.------- .------ $626. 40 June 30, 1910. amount expended during fiscal year- -__- __--- -___- 626. 40 The estimates for the fiscal year ending June 30, 1912, are as follows: For operation, including salaries of all necessary employees, mainte- nance and repair of the Washington Aqueduct and its accessories, including Conduit road, the McMillan Park reservoir, and Wash- ington Aqueduct tunnel, and also including the purchase and main- tenance of one motor truck, horses, vehicles, and harness, and the care and maintenance of the stable______ ______ ____--_ $33, 000 For care, including salaries of all necessary employees, maintenance, and operation of the Washington Aqueduct, District of Columbia, filtration plant, and the plant for the preliminary treatment of the water supply, and for each and every purpose connected therewith__ 91, 000 For remodeling the Georgetown reservoir, Washington Aqueduct, to complete the works for the preliminary treatment of the water supply, and for each and every purpose connected therewith ------- 108, 000 For continuation of parking the grounds of McMillan Park__ ____-__ 8, 000 For completing the purchase, installation, and maintenance of water meters to be placed on the water services to the United States buildings, reservations, or grounds in the District of Columbia, and for each and every purpose connected therewith, said meters to be purchased, installed, and maintained by and remain under the ob- servation of the officer in charge of the Washington Aqueduct---- 45, 000 For the purchase of necessary materials not now available, and for the employment of the necessary labor, to erect a frame dwelling for the assistant to the overseer at Great Falls, Md_--------------------2, 500 To complete the investigations and surveys for increasing the water supply by investigations and surveys to determine the availability and adaptability of the Patuxent River as a source of water supply for the District of Columbia_______________------__-------__ 3, 000 For beginning the lining of such portions of the unlined sections of the tunnels of the Washington Aqueduct as may be necessary to pre- vent the disintegration and fall of rock____---- --- - - __-____ -12,000 For mergency fund, to be used only in case of a serious break requir- ing immediate repair in one of the important aqueduct or filtration- plant structures, such as a dam, conduit, tunnel, bridge, building, or important piece of machinery, all expenditures from this appro- priation to be reported in detail to Congress ------------- .-. 5, 000 (See Appendix E E E 2.) PUBLIC BUILDINGS AND GROUNDS, DISTRICT OF COLUMBIA. 1041 IMPROVEMENT AND CARE OF PUBLIC BUILDINGS AND GROUNDS AND CARE AND MAINTENANCE OF THE WASHINGTON MONUMENT AND OF THE HIGHWAY BRIDGE ACROSS THE POTOMAC RIVER, WASHINGTON, DISTRICT OF COLUMBIA. Officer in charge, Col. Spencer Cosby, U. S. Army, major, Corps of Engineers. Miscellaneous repairs were made in and about the Executive Man- sion. The east and west ends and the south front of the mansion and the exteriors of the two terraces were painted, and considerable painting was done in the interior. The furniture was regularly cared for and necessary repairs made to it. Additional accommodations were provided for the offices of the President by the erection of an addition to the original building, and the old building was remodeled according to the plans of the architect of the addition. Repairs were made to the President's stable and to the greenhouse structures and their heating apparatus. The care required to maintain them in good condition was extended to .the improved parks and small reservations. Twelve additional park spaces were transferred to the Chief of Engineers by the Com- missioners of the District of Columbia, and one reservation was transferred to the commissioners for use as a property yard by authority of Congress. Nine unimproved reservations were im- proved. The macadam driveway along North B street, on the north- ern boundary of Potomac Park, was completed by the construction of the portion between Twenty-first and Twenty-sixth streets. This drive was also extended along the south half of B street from Vir- ginia avenue to Sixteenth street west. Additional work for the im- provement of the interior portion of Potomac Park was accomplished, and the roads of approach to the bridge across the inlet to the tidal reservoir were graded, covered with cinders, and provided with gut- ters. Work was continued for lowering to street grade the main carriage road formerly carried from Henry Park to Seaton Park over the bridge across the railroad tracks on Sixth steet, a temporary road constructed and opened to traffic in March, 1910. Two thou- sand and seventy-eight feet of cement coping were constructed around six reservations, 5,948 linear feet of cement coping were con- structed along the edges of walks inside two of the parks, 945 square yards of cement walks were laid, and 1,005 square yards of cement landings were laid along the center parking on Pennsylvania avenue east, where the cars stop to take on and let off passengers. Four hundred and forty-three square yards of asphalt foot walks were con- structed and 55 square yards of asphalt roadway were repaired. Eleven thousand four hundred and twenty square yards of gravel roads were resurfaced with broken stone; 138,143 square yards of macadam roads were oiled with a first application and 19,401 square yards were reoiled, the first application having been given last year. Two hundred park settees" were repaired and 245 painted; 1,500 cubic yards of stable manure were used upon lawns and for mulching shrubbery and young trees; 45 tons of shredded cattle manure and 10 tons of bone meal were also used on lawns. The iron post and chain fence inclosing one reservation was taken down and replaced with a cement coping. At the Washington Monument the woodwork in the motor room was repaired and some necessary painting done. Some painting was 56932 0 -ENG 1910-----66 1042 REPORT OF THE CHIEF OF ENGINEERS. U. S. ARMY. also done at the lodge house and minor repairs made to the machinery at the power house. At the propagating gardens the various greenhouse structures and their heating apparatus were repaired as far as funds would admit. Over 680,000 plants were propagated, of which about 636,000 were planted in the parks and reservations. Inspections were made each month of the buildings occupied as offices by the War Department, except State, War, and Navy Depart- ment building, so far as their preservation, care, and safety were concerned. The remaining portion of the old overhead wires of the depart- mental telegraph line were replaced by underground cables. Repairs were made to the fender system of the highway bridge across the Potomac River, District of Columbia, and portions of the ironwork of the bridge were painted. The iron fence around the monument at the birthplace of Wash- ington was painted, the brush cleaned up and burned, and, work commenced laying drains across the roadway leading from the government wharf and the monument. The statues of General Count Pulaski and Gen. Thaddeus Kosci- uszko were erected, completed, and unveiled. The full-size model of the artillery group for the memorial to Gen. Ulysses S. Grant was completed and approved, and will now be cast in bronze. The full- size model of the statue of General von Steuben was completed, cast in bronze, and the cast received in Washington and stored. The full- size model of one of the two bronze side groups was also completed and approved and made ready to cast. All the models submitted in the competition for the statue of Commodore John Barry were re- jected and a new model submitted, by invitation of the commission, by an artist not in the competition. A design was approved for the statue of John Paul Jones. The 1-inch scale model of the sculptural portion of the Columbus memorial was completed and will be submit- ted for the approval of the commission. Attention is invited to the detailed report of the officer in charge and to his estimates and recommendations for the fiscal year ending June 30, 1912: The estimates are as follows: For the improvement and care of public buildings and grounds in charge of the Chief of Engineers--------------------------- $287, 370 For compensation of persons employed by office of public buildings and grounds --------------------------------------------- 78, 290 Telegraph line connecting Capitol with departments; care and repair of existing lines ------------------------ 500 For contingent and incidental expenses of public buildings and grounds ------------ ------------------------------------ 5, 300 For care of Washington Monument and maintenance of elevator: Salaries of employees---------------------------- $8, 820 Fuel, lights, contingencies, etc----------------- ------ 3, 000 11, 820 For maintenance of highway bridge across Potomac River, District of Columbia ------------- --------------------------------- 16, 000 For monument and wharf at Wakefield, Va., the birthplace of Wash- ington; repairs to fences and cleaning up grounds, etc-------------. 100 399, 380 (See Appendix F F F.) NORTHERN AND NORTHWESTERN LAKES. 1043 SURVEY OF" NORTHERN AND NORTHWESTERN LAKES. As early as 1816 local surveys of the Great Lakes for special pur- poses were made by engineer officers, but the " Lake Survey " as a systematic work was commenced in 1841. It was diligently prose- cuted thereafter until 1882, when for a time extended field operations were suspended. The correction, printing, sale, and issue of charts continued without cessation, however, the additions and corrections being largely based upon local surveys and reports by engineer officers in charge of the river and harbor improvements on the Lakes. Systematic fieldwork was resumed in 1889, and has since been prosecuted with increased vigor. In 1898 operations were extended to include cognate work of observing and investigating the levels of the Great Lakes and their connecting waters, with a view to their regulation in the interest of commerce. The survey proper has from the beginning been carried on under the War Department, being at first conducted by the Chief of Topographical Engineers, and by the Chief of Engineers after the consolidation of the Topographical Engineers with the Corps of Engineers. The first regular appropriation for the Lake Survey was made in 1841, and annual appropriations followed with the single exception of 1847. The appropriations to date for all purposes of the Survey during the sixty-nine years of its existence aggregate $4,436,879, of which $2,411.81 has reverted to the Treasury. A full account of the operations of the Lake Survey from May, 1841, to July 1, 1881, is contained in Professional Papers, Corps of Engineers, U. S. Army, No. 24, which describes in detail the methods of primary triangulation employed. The condition of lake naviga- tion in 1841 is shown by the following extract: The Lake Survey was begun in 1841 under an appropriation of $15,000 made in May of that year. At this time the country bordering on the lower lakes was already pretty well settled, and works for the improvement or formation of harbors had been commenced at most of the important points on Lakes Erie and Ontario. The upper lake region was but thinly settled, and there were no good harbors on Lake Huron and but one (the harbor of Chicago) on Lake Michigan. Settlers were, however, pouring in rapidly, and there was even then a large and constantly increasing commerce between the lake ports, especially from Buffalo to Detroit and Chicago. Communication with Lake Superior could only be had by portage around the Sault Ste. Marie, but the great mineral wealth of the country was attracting attention, and a survey for a ship canal had been made in 1840 by officers of the Topographical Engineers. The lake commerce was carried on under many difficulties, which caused much loss of life and property each year. There were no charts of the lakes except the Admiralty charts, compiled from the surveys of Capt. H. W. Bayfield, of the royal navy (English), and these were not in general use by the masters of American vessels. These charts were the results of rapid reconnaissances, and although they showed the coast lines with an accuracy which is remarkable considering the rough methods of surveying employed, they were of little value as hydrographical charts of the American coast, because they showed the depths of water in comparatively few places and but a small number of the many reefs and shoals which are found along the lake shores. There were few light-houses and beacons to indicate the positions of dangers to navigation, and, in the absence of charts, pilots were obliged to rely upon their own knowledge, which was frequently only acquired by the vessels ground- ing on a shoal or striking a hidden rock. The navigation of the lakes is attended with peculiar dangers, because, while violent gales are frequent and the storms rival those of the ocean itself, a vessel is never more than a few hours' run from the shore, and can not, as is generally the case at sea, drift before the wind until the storm is over, but in a 1044 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. long-continued gale must be thrown upon the shore, unless a port or harbor of refuge can be entered. In 1841 a vessel leaving Chicago found no harbor or shelter In storms until the Manitou or Beaver islands were reached, and after passing the Straits of Mackinac it was again exposed without refuge on Lake Huron, except in the vicinity of Presque Isle, until the head of St. Clair River was reached. In sailing from Chicago to Buffalo the greatest difficulties were encountered in the vicinity of the Straits of Mackinac and in the west end of Lake Erie on account of the many islands, shoals, and reefs found in those localities, and at the mouth of the St. Clair River, at which no improvements had been made in 1841, and where the channels were not only circuitous and narrow, but so shoal that vessels in low-water seasons frequently were com- pelled to have their cargoes taken over the bars in lighters. It was therefore with the double object of furnishing reliable charts to lake vessels and of determining from the surveys the works of improvement which were necessary to the prosperity of the lake commerce that Congress in 1841 di- rected a survey of the lakes, and that annual appropriations, with the single exception of the year 1847, have since been made for carrying on the survey. During the first ten years of the Survey, while a general geodetic survey of the entire chain of lakes was contemplated for the future, the actual operations were mainly confined to surveys of special localities where improvements were called for or where the navigation was difficult; and where the surveys were more extended they were little more than reconnaissances. This course was made necessary because the appropriations were inadequate to the purchase of the finer instruments and the support of the larger force necessary for more extensive and more exact surveys, and also because of the pressing need of improvements at particular localities, for which preliminary surveys were essential. Originally the Lake Survey seems to have operated under projects which implied the survey of the Great Lakes and their connecting waters to the extent necessary for the preparation of charts needed by a navigation whose greatest draft was 12 feet. With the increase in vessel dimensions has naturally followed the creation of channels and harbors with progressively greater depths, and the Lake Survey, under projects providing for the expenditure of annual appropria- tions, has kept pace with the improvements in navigation and in navigational facilities by a corresponding extension of the scope of its operations. It is difficult to indicate the exact moment of transition from the original projects which, as stated, provided for surveys and their re- sulting charts adapted to a 12-foot navigation, to the recent projects which correspond to present-day drafts of 18 to 20 feet; but, in a general way, it may be said that the limitations imposed upon navi- gation by the conditions at the falls of the St. Marys River have seemed to fix the scope of the operations of the Lake Survey in the open lakes and in the connecting rivers, while local projects for im- provement have prescribed the limits of the survey work in lake har- bors. The work of the Lake Survey has been continuous, and while a general project for the future work has now been authorized, all expenditures upon work done before the adoption of this project may justly be regarded as contributing to its fulfillment. .In other words, none of the work of the past has been rendered futile by the changed conditions of the present. On the contrary, the methods of the old Lake Survey, and the high standards of accuracy and excellence which then prevailed, have continued to characterize its present pol- icy and operations; and the work of to-day extends the former work to limits which were not anticipated by the most sanguine spirits of former days. The present general project of the Lake Survey is stated in much detail in the Annual Report for 1907, pages 844 to 850. This de- NORTHERN AND NORTHWESTERN LAKES. 1045 scribes the work regarded as necessary in order to render the surveys and the charts of the Lake Survey adequate to respond to all possible future demands. This general project proposes the ascertainment and charting of lake depths in all significant regions of the Great Lakes to a plane 30 feet below the adopted low-water datum of the open lakes and 25 feet below the corresponding datum in the chan- nels of the connecting rivers, together with the completion of the related operations of triangulation and precise leveling still needed to control properly the areas under survey. In addition, this general project provides for the extension of river-discharge measurements, for investigations of lake levels, and for magnetic surveys in and near main vessel courses, while prompt examination of areas where ob- structions to navigation have been reported will be continued as heretofore. Assuming that adequate appropriations will be provided, it is esti- mated that the completion of the above general project will, includ- ing the work of 1910, require nine seasons' work; but, even after the completion of this work, the maintenance of a reduced plant and organization will be required for such small surveys as may be needed to observe and verify natural changes and to investigate wrecks and other artificial obstructions while the revision and issue of charts is a work absolutely without definite conclusion. The amount expended on all surveys made since its inception by the Lake Survey may with propriety be regarded as the expenditure under the present project. This amount is $4,295,482.14. The state of the field work of the Lake Survey, which includes operations of triangulation, precise leveling, ordinary sounding, deep- sea sounding, sweeping, hydraulic measurement, and magnetic obser- vations, is estimated, on June 30, 1910, to be as follows: Triangulation, 79 per cent completed; precise leveling, 64 per cent completed; ordi- nary sounding, 56 per cent, and deep-sea sounding, 15 per cent; sweep- ing, 25 per cent; hydraulic measurement, 87 per cent; and magnetic observations, 90 per cent completed on land and 7 per cent on water. While progress toward completion of these branches of the work may thus be definitely stated, the issue of charts, perhaps the most important duties of the Lake Survey, is a continuing function, increas- ing in importance with the growth of the lake commerce, and subject to constantly increasing demands. The sale of charts for the fiscal year ending June 30, 1910, shows an increase of more than 20 per cent over the sales of the preceding year and is more than 200 per cent greater than the annual sales ten years ago. On July 1, 1909, five parties were engaged in field operations, as follows: The first party was employed in sounding and sweeping in the south end of Lake Michigan, continuing to the northward the work of the previous year. This survey is intended to cover the area south of the latitude of Grosse Point, Ill., and later is to be extended north- ward to include the entire west shore of the lake. The rapidly grow- ing industries and increasing commerce in this section have made the accurate charting of the numerous shoals and obstructions of the utmost importance. The results attained by the party have been highly valuable in disclosing many unknown dangers. Seventeen isolated rock or gravel shoals, hitherto uncharted, two wrecks, several mud lumps, and two quite extensive shoal areas, with numerous out- 1046 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cropping mounds of rock, were discovered in the immediate vicinity of Chicago. These discoveries were promptly given to the press and other interested parties through the medium of Lake Survey Notices to Mariners, and were duly reported in the supplements to Bulletin No. 18, Supplement No. 14 containing an inset chart showing new shoals along Chicago lake front. In October, on account of unfavo;- able weather for open-lake work, the operations in the vicinity of Chicago were discontinued and the party closed the field season, with the exception of a few minor investigations en route to Detroit, with a harbor survey of Kenosha, Wis. Although hampered by unusually stormy weather during the fall months; this party succeeded in cover- ing, after July 1, 143 square miles with the submarine sweep, of which an area of 19 square miles was accurately sounded for the purpose of developing the contours. The second party at the beginning of the year was engaged in ex- tending the survey of the previous season southward from Nine-mile Point along the west coast of Lake Huron. Although devoid of im- portant discoveries, the year's work was highly successful in, covering 207 square miles in area along a coast where the commerce of the lakes is particularly heavy. This survey was continued to the vicinity of Presque Isle and included an investigation of all waters within a belt about 5 miles wide along the shore. All areas with less than 50 feet depth were specially examined with the sweep, with the result that this stretch of lake shore can be predicated as being correctly charted and free from menace. The hydrography accomplished after July 1 covered an area of 178 square miles, of which 24 square miles were swept. The third party, which had taken the field on June 10, 1909, was en- gaged upon a hydrographic survey in the west end of Lake Erie until November 12, 1909, continuing the surveys of 1907 to the southward and eastward toward the South Passage. The sweep was operated over an area of 92 square miles, establishing with certainty the safe depths along this portion of an important thoroughfare. This area was also thoroughly sounded and new surveys were made of the adjoining islands. The hydrographic work had progressed to about 5 miles southeastward of South Bass Island by November 12, when the un- favorable weather made further open-lake work inadvisable, and the party concluded the season by making a good start on a survey of Cleveland Harbor. The fourth party was engaged throughout the season in extending the primary triangulation system southward along the west side of Lake Huron toward its connection with the primary work on Lake Erie. After July 1 seven primary stations were occupied and the angles fully read. Observations were also made at nineteen secondary stations, completing the location of secondary and tertiary points from Harbor Beach around the shores of Lake Huron to Kettle Point, these being introduced for the control for the surveys of the future. At the close of the field work on December 17, 1909, the observing party had advanced 60 miles to the south shore of Lake St. Clair, and the reconnaissance and station erecting were complete to the north shore of Lake Erie. At the beginning of the fiscal year the fifth party was engaged upon hydraulic work at Niagara Falls, N. Y., under an allotment from the appropriation of June 29, 1906. The scope of this work NORTHERN AND NORTHWESTERN LAKES. 1047 will be described in a subsequent part of this report. Upon August 8, 1909, having completed its assignment under the project, the party proceeded to Sault Ste. Marie, Mich., and was engaged until Sep- tember 30, 1909, "inmeasuring the flow over the St. Marys Rapids and the diversions of the various power companies. Owing to the various artificial changes in the controlling section of the river and to the change in operating conditions of the power companies, the laws of flow of the St. Marys River, established by the observations of 1903, no longer apply. The work of the party resulted in again determining the relation of discharge and lake stages. Thirty meas- urements of discharge were made in the open river and accurate determinations were made of the flow in the several power canals. Upon completion of this work, the party returned to Port Huron, Mich., and resumed the hydraulic work on the St. Clair River. From October 1 to December 11, 62 measurements of discharge were made at Sections Gorge and Dry Dock, to supplement the work of 1908, the low stages admitting of extending the curve of observa- tions downward. As compared with the measurements taken in 1898-1902, the results indicate no change of regimen in this section of the river, but are important in practically establishing the fact of the stability of the river bed and in verifying results previously obtained. During the present field season two parties have taken the field. The first party has resumed the hydraulic investigation of the St. Clair River, having taken the field on April 22, 1910. To the close of the year 65 measurements of the flow of the river had been deter- mined by observations on the standard sections at Port Huron, and sections had been established on the six outflow channels at the mouth of the river, where it is proposed to determine the proportional flow for each month of the navigation season. From 4 to 6 measurements of the discharge of each of these channels were observed previous to July 1, and all tributary streams had been gauged. The second party left Detroit May 31, 1910, and is now engaged in continuing the survey for a proposed new harbor chart of Cleveland, Ohio. In the one month of field work, the system of control was established, 22 square miles outside of the harbor were swept, and progress made in obtaining new data for the shore topography. En route to Cleveland the party investigated the locality of the obstruc- tion 21 miles southeast of Colchester light-house, which is described on page 2521, Report of the Chief of Engineers for 1908, and found that it no longer exists. In addition to the field work above mentioned, operations were continued under the present general project for the exhaustive in- vestigation of lake levels, this being in continuation and extension of the project described in the Annual Report for 1898, pages 3774-3776. The principal field work of the year comprised lake temperature ob- servations and the maintenance of 11 self-registering water gages to supply an accurate, continuous record of all changes in elevation of the water surface. Appendix G G G of this report gives a table of discharges of all the Great Lakes at the mean stage of each for the past fifty years, as determined from the monthly means shown on the plate in the same appendix. This work is now fully organized, methods of making measurements and observations to the best advan- tage have become fixed and settled, and the results are of increasing 1048 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. importance, bearing, as they do, on questions affecting international relations and obligations, and on the propriety and advisability of the numerous diversions under consideration. A table showing the monthly water levels from July 1. 1909, to June'30, 1910, at Mar- quette, Mich., on Lake Superior; Milwaukee, Wis., on Lake Michi- gan; Harbor Beach, Mich., on Lake Huron; Cleveland, Ohio, on Lake Erie, and Oswego, N. Y., on Lake Ontario, will be found in Ap- pendix G G G 1. The execution of the survey which terminated in 1882 involved a great quantity of astronomic, topographic, and hydrographic work, all of which was performed with a high degree of accuracy and skill. The result was the preparation of a series of reliable charts for lake vessels and the furnishing of a basis for works of channel improve- ment upon the lakes themselves and their connecting waters. This original series consisted of .76 charts, all of which were printed in black from copperplates. At the present time the chart work of the Lake Survey is that covered by project approved April 17, 1909, printed upon page 937, Report of the Chief of Engineers for 1909. When completed, due to changes and omissions contemplated by this project, the Lake Survey series will comprise about 104 separate charts, this number, however, being approximate, as circumstances may arise in the future necessitating the retention of some of the harbor charts as separate publications, instead of insets as now planned. As a result of revisions, cancellations, and additions to the original series, based on the later surveys, there are now in force 125 Lake Survey charts, of which one is in black from old copperplate, 71 are lithographs in colors from copperplate transfers, 52 are litho- graphs in colors from stone engravings, and 1 is a photolithograph in colors. The charts issued in colors have all depths of 18 or 21 feet and less in blue, showing at a glance where vessels may proceed with safety, and are considered by vessel men much preferable to the old style printed in plain black and white. This series of colored charts is believed to constitute a distinct advance in chart construction and printing, and meets with high favor from navigators and others. During the year the Detroit office revised, transferred to stone, and printed editions in colors from 14 copperplates, revised and printed an edition from one engraving on stone, and printed an edition in black from original copperplate of one chart. Five entirely new charts, engraved on stone and issued in colors, were also published. Every chart sent out was, as far as practicable, corrected for all in- formation received to the day of issue. For free supplemental issue, one inset was prepared by correction of and transfer from existing engraving. For other government offices, three maps were repro- duced. At the close of the year operations were in progress upon the revision of 11 copperplates and 2 stone engravings for the publica- tion of new editions of old charts, and the engraving on stone of 5 new charts of the regular series was well advanced. A magnetic chart of Lake Superior was also in course of preparation for publica- tion as an inset in Supplement No. 3 to Bulletin No. 19. In addition to the foregoing, during the year the Lake Survey office published an edition in colors of the general chart of Lake Erie, on the Mercator projection, from copperplate loaned by the NORTHERN AND NORTHWESTERN LAKES. 1049 Hydrographic Office of the Navy, and at the close of the year prep- arations were nearly completed for printing editions of the other four general charts of the lakes from the Hydrographic Office cop- perplates thereof. These charts are to be sold by the Lake Survey office until a preponderant demand for either the Hydrographic Office or Lake Survey charts warrants the discontinuance of the less popular. Of the entire series of Lake Survey charts there had been issued in colors 5 on July 1, 1900; 12 on July 1, 1901; 30 on July 1, 1902; 49 on July 1, 1903; 59 on July 1, 1904; 73 on July 1, 1905; 97 on July 1, 1906; 110 on July 1, 1907; 117 on July 1,1908; 122 on July 1,1909, and 124 on July 1, 1910. Up to February 20, 1890, one full set of charts was issued free to each United States registered vessel. Any additional charts fur- nished such vessels and all furnished for other unofficial use were sold at the uniform price of 30 cents each. On the date above men- tioned the free issue, except for official purposes of the Government, was discontinued pursuant to law, and since then the charts have been sold for all private and unofficial use at prices ranging from 5 cents to 30 cents each, the price being intended in each instance to cover only the cost of paper and printing. Charts may be purchased at the main office at Detroit, at the canal office at Sault Ste. Marie, Mich., and at the United States engineer office in Buffalo. Complete sample sets may be seen at the United States engineer offices at Duluth, Milwaukee, Chicago, Grand Rapids, Cleveland, and Oswego, enabling purchasers to select exactly the charts they wish to order. From 1882 to June 30, 1910, a total sum of $38,245.50 was derived from the sale of charts at offices where they were sold and deposited in the United States Treasury. During the fiscal year ending June 30, 1910, the number of charts sold by the Detroit office was 18,034, and by the Buffalo office 2,676, the aggregate sales being 20,710. The proceeds of the sales, amount- ing to $3,242.39, were deposited to the credit of the Treasurer of the United States. The Detroit office issued 2,960 charts for official use and the Buffalo office 34, a total of 2,994. To date about 405,204 of these charts have been sold and issued for actual service. The preparation and issue of the series of bulletins supplementary to the charts relating to the river and harbor improvements and navi- gation of the Great Lakes was begun by this office in 1889 and was transferred to the office of the Lake Survey, at Detroit, in 1902. Bul- letin No. 18, issued in April, 1908, remained current for 1909, seven supplements thereto having been issued in 1908 and eight supple- ments in 1909; of these, Supplements Nos. 11 to 15 pertained to the present fiscal year and covered all reported changes of interest to navigators arising between July 1 and November 15, 1909. The plan of biennial revision adopted in 1908 having been found by experience to afford a less adequate service than the importance of lake naviga- tion warrants, the previous custom of annual revision has been re- sumed. Of Bulletin No. 19, issued in April, 1910, about 2,400 copies (from an edition of 2,600) have been distributed to the marine inter- ests, and requests for it are constantly being received.' Monthly sup- plements are published during each season of navigation and give the latest and fullest descriptions of progress in river and harbor im- 1050 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provements on the Great, Lakes and their connecting waters as well as significant results of surveys in those waters made under the direc- tion of district engineer officers and of the Lake Survey. If deemed helpful, small maps, showing location of new shoals, changes in important channels, localities hitherto unchartered, etc., are inserted in both bulletins and supplements. The commerce affected by the operations of the Lake Survey and depending upon the publication and constant revision of charts and bulletins is practically the entire commerce of the Great Lakes. To continue field and office work at a rate commensurate with the im- portance of the interests involved requires that appropriations shall be of such amount as to permit the use of the entire plant to its maxi- mum capacity during the relatively short seasons available for field operations. The greatly increased demand for lake charts, and the publication by the lake survey of the Mercator charts of the Hydro- graphic Office, United States Navy (five general charts of the lakes) have materially increased the office operations. Extensive repairs to floating plant are also badly needed. It is therefore recommended that an appropriation of $125,000 be made for the fiscal year ending June 30, 1912, and that it be formulated as follows: ESTIMATE FOR THE FISCAL YEAR ENDING JUNE 30, 1912. For survey of northern and northwestern lakes, including all necessary ex- penses for preparing, correcting, extending, printing and issuing charts and bulletins, and of investigating lake levels with a view to their regulation, to be immediately available and to remain available until expended, one hundred and twenty-five thousand dollars. July 1, 1909, balance unexpended- --- ------ _______-$136, 805. 42 Amount appropriated by sundry civil act of June 25, 1910__-____ 125, 000. 00 Collections credited to account: Reimbursements on account of work done for other engineer districts--------------------- 639. 64 262, 445. 06 June 30, 1910, amount expended during fiscal year: At United States Lake Survey office, Detroit__. $122, 812. 47 At United States engineer office, Buffalo, N. Y___ 7. 90 122, 820. 37 July 1, 1910, balance unexpended__----__---_----__________- 139, 624. 69 July 1, 1.910, outstanding liabilities _____________________- ____ 9, 753. 14 July 1, 1910, balance available_ ..... ___----- ------- 129, 871. 55 (See Appendix G G G 1.) PRESERVATION OF NIAGARA FALLS. The approved projects of operations under the various allotments from the appropriation made by the act of Congress of June 29, 1906, had for their purpose the determination of the effects of the diversions authorized by that act, amounting to 15,600 cubic feet per second on the American side, and on the Canadian side of water sufficient for the development and importation into the United States of 160,000 horsepower, upon the navigable capacity of the Niagara River, on its integrity and proper volume as a boundary stream, on the level of Lake Erie, and on the scenic grandeur of Niagara Falls. PRESERVATION OF NIAGARA FALLS. 1051 The determination of these questions, so far as physically possi- ble, involves surveys and measurements, of levels, of volumes of discharges, of current velocities and directions, and of depths over the crest of the falls. As these are operations of a character similar to those ordinarily performed by the Lake Survey, upon the rec- ommendation of the Chief of Engineers, the Secretary of War author- ized the performance of the work involved therein by the Lake Survey, and for this purpose successive allotments have been made, of which two-one of $5,000 and another of $3,000-pertained to the fiscal years 1907, 1908, and 1909. At the beginning of the present fiscal year operations were in progress upon the work covered by the project approved by the Sec- retary of War on April 15, 1909, for an allotment of $5,000. These operations comprised a remeasurement of the flow in the canal of the Niagara Falls Hydraulic Power and Manufacturing Company; meas- urement of the diversion in the canal of the Niagara Falls Power Com- pany for different combinations of generator units in the two power houses and for graded values of gate openings or loads; and further investigations of slope relations in the Niagara River. The increased power being generated by the Niagara Falls Hy- draulic Power and Manufacturing Company indicated an increased diversion of water and, as the enlargement of its canal had rendered the previous measurements inapplicable, new observations were found necessary to an intelligent supervision of the operations of this com- pany. Consequently, 43 measurements of flow through its canal were made during July, 1909, by the party employed under the above- named project. The maximum result obtained showed a diversion of slightly less than 4,000 cubic feet per second. The mean of the obser- vations indicated that the company generated in its own power houses an electrical horsepower for each 0.0602 cubic foot of water used by its plant. In addition, a maximum of about 700 cubic feet per second was passing over the spillways or to tenant companies. At the time the measurements were made several of the mills taking water from the canal or power from the company were shut down. It is possible that had the measurements been made at some other time during the year the maximum of flow would have been larger, reaching possibly 4,500 cubic feet of water per second. Under its present permit the company is allowed to divert a maximum of 6,500 cubic feet per second. As a result of the discharge measurements that were made in the canal of the Niagara Falls Power Company in 1907 the company was limited by the officer then in charge of the supervision of the operations of the various power and transmission companies under their permits issued by the Secretary of War to the diversion of water necessary to generate 65,000 electrical horsepower. This limita- tion was derived by using the ratio between water consumed and power generated at the time of the observations, and is believed to represent with all fairness to the company its full rights under its permit according to the operating conditions then in practice. How- ever, the officials of the company later represented that, owing to the variance in type of generator units in their two power houses, it was entirely practicable to operate with a higher mechanical effi- ciency, and requested opportunity to cooperate with the Government 1052 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in observing the relation between the volume of water diverted and the power generated under various practicable operating conditions. As any unduly low limitation of its output deprives the company of financial returns to which it is entitled the project presented on April 3, 1909, and approved April 15, proposed to conduct an exhaustive series of observations to determine the mechanical efficiency of the units of the company's two power houses while operating under dif- ferent gate openings or degrees of load. The field operations, which were based upon this project, were well advanced at the beginning of the fiscal year, 219 discharge observations having been made cov- ering 29 different operating conditions. The observations were con- tinued until August 3, 1909, when 336 measurements of flow in the canal, covering 53 test conditions, had been completed. A detailed report of this work was submitted upon September 21, 1909. Briefly summarized, these observations indicate a wide range of efficiency for variations in the opening of the turbine valves as well as between the generator units of the two power houses. This efficiency is deter- mined as only 34 per cent in power house No. 1 at 50 per cent valve opening, while it is 72 per cent in power house No. 2 at full gate. It is found that, operating with the most economical combination of units and valve openings, the company can generate about 82,000 electrical horsepower without exceeding its allowable limit of 8,600 cubic feet of water per second, which amount includes 725 cubic feet per second being used in the mills of the International Paper Com- pany. From the efficiency curves of the two power houses a table was deduced embodying with as great detail as seemed desirable the prac- ticable operating combinations and their corresponding switchboard limitations, so that the total diversion of water should in no case exceed the limit prescribed by law. Since September 2, 1909, the Niagara Falls Power Company has operated under the limits pre- scribed by this table (Table 10, report submitted September 21, 1909), in which eighteen of the nineteen combinations enumerated allow a switchboard output in excess of 65,000 electrical horsepower formerly prescribed. The investigation of slopes in the Niagara River has been con- tinued throughout the year, except for the winter months, when ice conditions prevented. Since August 14, 1908, the supervision of the operations of the power companies at Niagara Falls under their permits--which are briefly summarized on page 895 of the report of the Chief of En-. gineers for 1908-has been performed by the Lake Survey office. After the departure of the hydraulic party the duty was performed by an employee stationed at Niagara Falls, N. Y., who has made inspections at frequent and irregular intervals, the detailed results of such inspections being placed on file in the Lake Survey office and a summary duly reported to the Chief of Engineers. In so far as the inspections disclose, all of the companies concerned have loy- ally observed the limitations of their corresponding permits. To defray the expenses arising in connection with the supervision of operations of power and transmission companies and to make further investigations of slope relations in the Niagara River and related subjects, the Secretary of War on June 17, 1910, allotted the additional sum of $1,000 from the appropriation of June 29, 1906. YELLOWSTONE NATIONAL PARK. 1053 Amount appropriated by act of June 29, 1906____----. -_------ - $50, 000. 00 July 1, 1909, balance unexpended ------------- --- _______- 33, 477. 06 June 30, 1910, amount expended during fiscal year - __________5, 966. 47 July 1, 1910, balance unexpended ____-----__________- -___-27, 510. 59 July 1, 1910, outstanding liabilities ----------------------------- 78. 87 July 1, 1910, balance available_________--__-_____________ 27, 431. 72 (See Appendix G G G 2.) DETERMINATION OF MAGNETIC VARIATIONS OVER CERTAIN POR- TIONS OF LAKE SUPERIOR. This work was done at various times during the years 1903, 1904, and 1906, under the direction of Lieut. Col. Graham D. Fitch and Maj. Charles L. Potter, Corps of Engineers; by Mr. J. H. Darling, principal assistant engineer, by observations of the sun with a United States Navy standard compass on board the U. S. steamer Vidette while making journeys to various parts of the Duluth engineering district for the purpose of inspection. No extra expense was incurred by the Duluth office on account of the work either in the field or the office. The instruments used on former similar work, which was reported on in 1904, were kept aboard the Vidette, and advantage was taken of favorable weather and conditions for making observa- tions, believing that the results would be useful to navigators. The subject is one of both practical and scientific interest, and has been very carefully worked out. The data may be considered as supplementary to the magnetic ob- servations made by Mr. Darling in 1902 and 1903 over the westerly portion of Lake Superior, and which were printed in the Annual Report of the Chief of Engineers for 1904, Appendix E E E, pages 4132-4170, with accompanying charts and diagrams. (See Appendix G G G 3.) IMPROVEMENT OF THE YELLOWSTONE NATIONAL PARK, INCLUD- ING THE CONSTRUCTION, REPAIR, AND MAINTENANCE OF ROADS AND BRIDGES. Officer in charge, Capt. Wildurr Willing, Corps of Engineers. The Yellowstone National Park was set apart from the public domain and placed under the control of the Secretary of the Interior by act of Congress of March 1, 1872. The sundry civil act of March 3, 1883, directed the construction and improvement of suitable roads and bridges under the supervision of an engineer officer to be detailed by the Secretary of War, and in July, 1883, an engineer officer was designated accordingly. This was the beginning of systematic road construction in the park. The previous work consisted of the open- ing of such rough trails as the limited means permitted, but they were temporary in character and of little or no value in the perma- nent plan. Subsequent to the sundry civil act of August 4, 1886, the expenditure for the improvement was transferred to the War Depart- ment, and it has been in the charge of the Engineer Department, with the exception of the period from August, 1894, to March, 1899. At the outset the officer of the Corps of Engineers in charge adopted a project (described in the Annual Report of the Chief of Engineers for 1887, p. 3134) for a comprehensive system of sub- 1054 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. stantial roads, which, with the change of the act of Congress of March 3, 1891, is the basis of the present system. The sundry civil act of June 6, 1900, directed that the road extensions and improve- ments should thereafter be made in harmony with a general plan to be approved by the Chief of Engineers. Such plan was approved August 27, 1900, modified by the authority of the Secretary of War, dated July 22, 1901, and further modified by the approval of the Chief of Engineers, dated July 2, 1902. The sundry civil act of June 28, 1902, recognized this project and provided for its comple- tion, and it was practically finished during the fiscal year ending June 30, 1906. It comprises a belt line or main circuit, which reaches all of the important centers of interest, with side roads, bridle trails, and four approaches leading from the park boundary to different points on the belt line-in all, about 350 miles of road and about 125 bridges. The sum expended to June 30, 1910, including maintenance and repairs, is $1,898,271.90. It is estimated that not less than $200,000 of this amount was expended in early work, which has since been replaced and does not form a part of the completed system. Maintenance and repairs have cost about $620,602.73, leaving about $1,077,669.17 for the cost of the permanent work. In addition, there has been expended on work done for other departments the sum of $850.95, for which the park appropriation has been reimbursed. The sundry civil act of March 4, 1909, provided funds for the maintenance and repair of improvements, and project for the expen- diture was approved May 3, 1909. The work of the past fiscal year under this project included: General repair and maintenance of the entire system, including the Cooke City, East, West, and South roads; repairs to bridges; laying of tile and iron culverts; the clear- ing of dead and fallen timber from the roadside; 85 miles of road sprinkled; a number of pumping stations converted into gravity tanks, and hydraulic rams installed; repairs to sprinkling wagons, road graders, carts, and other vehicles; maintenance of trees, shrubs, vines, and lawns. There was expended during the fiscal year 1910, for maintenance and repairs, $47,845.45. It is proposed to apply the $75,000, estimated as a profitable expen- diture during the fiscal year ending June 30, 1912, to work of main- tenance and repair, together with the replacing of certain wooden bridges with bridges of steel and concrete, the replacing of wooden culverts with culverts of vitrified pipe and of concrete, the sprinkling of the roads, the replacing of certain dry rubble walls with walls of rubble laid in mortar, and for the repair and improvement of the roads and bridges of the approaches in the Yellowstone Forest Reserve east and south of the park. The appropriations for the past six years have proven inadequate for maintenance, and if steps are not taken to replace old worn- out bridges terrible accidents are liable to happen. The road sur- face, too, is in a poor and worn-out condition and in need of a more thorough treatment than can be given with the small appropriations that have been made during the past few years. More extended information relating to previous operations is published in the Annual Reports of the Chief of Engineers, as follows : 1887, page 3133. A r~sum6 of operations from 1883 to 1887. 190@, page 5420. A general resum6 covering the period of 1872-1900. ROAD TO MOUNT RAINIER NATIONAL PARK. 1055 1900, page 5441. The general plan approved August 27, 1900. 1901, page 3797. Modification of 1901 in the general plan of August 27, 1900. 1903, page 2444. General description and technical details of work. 1905, following page 2822. Map of tourist routes. July 1, 1909, balance unexpended___--------------- ___$50, 589. 71 Amount appropriated by sundry civil act approved June 25, 1910_,_ 75, 000. 00 125, 589. 71 June 30, 1910, amount expended during fiscal year--------------47, 845. 45 July 1, 1910, balance unexpended_--------------------------- 77, 744. 26 July 1, 1910, outstanding liabilities-------------------- ----- 15, 049. 87 July 1, 1910, balance available-----...----------------- ------------ 62, 694. 39 Amount that can be profitably expended in fiscal year ending June 30, 1912, for maintenance and repairs, in addition to the bal- ance unexpended July 1, 1910--------- ------------------ 75, 000. 00 APPROPRIATIONS. Administra- Roads and Act. tion and bridges Total. protection. Total of appropriations to December 31, 1902 (see H. Doc. No. 421, 57th Cong., 2d sess.) ........................ $100,348.02 $1,008,586.23 $1,108,934.25 March 3, 1903 ............. ................ ............. 5,000.00 250,000.00 255,000.00 April 28, 1904................. ..... ................ .......... 7,500.00 250,000.00 257,500.00 March 3, 1905.................. ...................... 7,500.00 133,000.00 140,500.00 June 30, 1906................................................. 7,500.00 55,000.00 62,500.00 March 4, 1907.... .................................... 8, 000. 00 75,000. 00 83,000. 00 May 27, 1908 ....................................... 10,500.00 65,000.00 75,500.00 March 4, 1909................................. ....... 8,000. 00 65,000.00 73,000. 00 June 25, 1910................................................. 8,500.00 75,000.00 83,500.00 162,848.02 1,976,586.23 2,139, 434.25 Receipts from sales ............................... ......... .... ... . 51.15 51.15 162,848.02 1,976,637.38 2,139,485.40 Received from other sources (see money statement, 1903, p. 2892).............-...-.... ...... ......................... 210.00 210.00 Received from other sources (see money statement, 1904, p. 4178)............... ............................... 117.80 117.80 Received from other sources (see money statement, 1905, p. 2812). .......................... .... .. ............ 523.15 523.15 Total ..... .............................. 162, 848.02 1,977, 488.33 2,140, 336. 35 Less amount reverted to Treasury, July, 1904, appropriation 1901-2........................ ........................... ... . 621.22 621.22 Grand total ........................................ 162,848.02 1,976,867. 11 2,139, 715.13 (See Appendix H H H.) ROAD TO MOUNT RAINIER NATIONAL PARK. Officer in charge, Maj. C. W. Kutz, Corps of Engineers. Prior to the commencement of operations an inferior road led into the park from the western boundary of the forest reserve to Long- mire Springs, a distance of about 101 miles, and rough trails ex- tended thence to the Camp of the Clouds. The sundry civil act of March 3, 1903, appropriated $10,000 for a survey of the most practicable route for a wagon road into the park and for commencing construction. An estimate of cost, amounting to $183,000.50, was submitted to Congress March 22, 1904, and printed a This sum is given as the least sum that should be appropriated to provide for the maintenance of the existing road system during the fiscal year, and makes little or no provision for betterments. 1056 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in House Document No. 631, Fifty-eighth Congress, second session, and an appropriation for continuing construction was made in the sundry civil act of April 28, 1904. The project thus authorized by Congress and the one under which work is being carried on contem- plates the construction of a wagon road from the western boundary of the forest reserve to the Camp of the Clouds, a distance of about 25 miles. The total amount appropriated to date is $240,000. The amount expended to June 30, 1910, on the existing project was $213,017.17, of which $17,216.23 were expended for surveys. The work accomplished under the various appropriations to the close of the fiscal year ending June 30, 1910, was as follows: Number of miles of road constructed and in use .----------------- 19. 6 Number of miles of road partially completed - -________ __-__ -__ 2. 2 Total --------------------------------------------- 21. 8 The report of the field work of the original survey made in 1903 is printed in the Annual Report of the Chief of Engineers for 1904, page 4207. The general location of the proposed route is shown on the map of the survey made in 1904 for a proposed additional road into the park from the east, printed in House Document No. 283, Fifty-eighth Congress, third session. The appropriation recommended will be applied to maintenance of the road. July 1, 1909, balance unexpended_____________________________ $21, 094. 89 Amount appropriated by sundry civil act approved June 30, 1910___ 25, 000. 00 46, 094. 89 June 30, 1910, amount expended during fiscal year: For works of improvement---_________________ $18, 837. 86 For maintenance of improvement ----------------- 274. 20 19, 112. 06 July 1, 1910, balance unexpended______________________--___ 26, 982. 83 July 1, 1910, outstanding liabilities __.._________--______-- 1, 317. 65 July 1, 1910, balance available______-- .... --------- _____ 25, 665. 18 Amount that can be profitably expended in fiscal year ending June 30, 1912, for maintenance of improvement_---______, -------- 5, 000. 00 (See Appendix I I I.) MAPS, WAR DEPARTMENT. With the $5,000 appropriated for this purpose for the fiscal year ending June 30, 1910, a number of maps of maneuver grounds were printed after surveys by engineer troops. A portion of the appro- priation has also been applied to the equipment of the office of the chief engineer officer, Philippines Division, with much needed appa- ratus for the publication of maps in that division. These funds are also utilized in the publication of accurate maps of our fortified harbors, which, under existing regulations, are re- quired for the use of the coast artillery, and a number of these maps were printed during the year. An estimate of $5,000 for this purpose has been submitted for the fiscal year ending June 30, 1912. BUILDINGS, ARMY WAR COLLEGE AND ENGINEER SCHOOL. 1057 BUILDINGS, ARMY WAR COLLEGE, WASHINGTON, DISTRICT OF COLUMBIA, AND ENGINEER SCHOOL, WASHINGTON, DISTRICT OF COLUMBIA. Officer in charge, Lieut. Col. W. C. Langfitt, Corps of Engineers, until May 19, 1910, and Maj. W. J. Barden, Corps of Engineers, since that date. The creation of the engineer post and school at Washington Bar- racks was authorized by an act of Congress approved June 30, 1902, based on an estimate prepared without funds available for the preparation of detailed plans or for the making of borings, etc. This estimate contemplated the utilization of a number of existing buildings, and provided for construction of new buildings inclosing approximately 4,000,000 cubic feet. A unit price of about 16 cents a cubic foot of cubic space inclosed in buildings, all contingencies included, was practically the basis of this original estimate. Further development of plans for the engineer post and for the War College building authorized in the same act led to the approval by the Secretary of War of a transposition of the locations of the two, so that the latter building now occupies the site originally planned for the engineer post. This change led eventually to the abandon- ment of the effort to utilize old post buildings, which, upon detailed examination, proved also to be in such bad condition as to make repairs expensive and not economical. These facts were reported in general terms in the Annual Report for 1904, page 741, as well as the fact that the subsistence department had utilized the post for a distributing depot, which was not anticipated in the original estimates. The army appropriation act approved June 12, 1906, provided a chaplain for the Corps of Engineers, who has been as- signed to station at this post, and a commissary officer has been assigned to permanent station here, both calling for additional quarters. In view of these and other similar minor changes, the cubic con- tents of the buildings actually provided were increased by increasing the number of buildings as far as funds would permit, actual con- struction having been almost exactly the cost per cubic foot of in- closed space as was estimated. The condition of the work at the close of the fiscal year was as follows: BUILDINGS, ARMY WAR COLLEGE. This work is entirely finished and the accounts all settled up. For detailed history of this work, reference is made to the Annual Reports of the Chief of Engineers for the years 1902, 1903, 1904, 1905, and 1906. BUILDINGS, ENGINEER POST AND ENGINEER SCHOOL. All appropriations made for this object up to and including the act of March 2, 1907, have been expended and the accounts for those appropriations have been finally settled up. For detailed history of this project reference is made to the Annual Reports of the Chief of Engineers for the years 1902, 1903, 1904, 1905, and 1906. 56932 0 -ENG 1910---67 1058 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The stable referred to in the last annual report was completed by the expenditure of the $1,700 provided for in act of March 3, 1909. The work was done by the Quartermaster's Department. On December 22, 1904, the Secretary of War approved a general lay out, which, it is thought, completely meets the present needs of the post and school; a drawing of this proposed post accompanied the report of Captain Sewell published in the Annual Report of the Chief of Engineers for 1906. Additional buildings are shown here; arranged in order of their immediate importance, and with the esti- mated cost of each stated, they are as follows: 1F EFgineer school and administration building, power house, and en- listed men's trade-school building_ ___-------------------------_$429, 000 The school building to furnish accommodations for the following: Office of commandant of post and of engineer school. Office of secretary of school. Office of adjutant of the post. Office of sergeant-major with clerks. Office of clerks, with storage for records of post, and school. Office of engineer depot. Room for records and small supplies (stationery, etc.) for post, depot, and school. Office for orderlies and messengers. Office for telephone exchange. Printing office, for preparation of orders, blank forms, lectures, pamphlets, etc. Offices of instructors, department of civil engineering. Offices of instructors, department of military engineering. Offices of instructors, department of electrical and mechan- ical engineering. Office for stenographers and clerks. Two class rooms for use of student officers. Lecture room. Library room for library. Model room for models of engineering structures and appli- ances. Photographic laboratory. Photo-lithographic laboratory. In basement- Cement-testing laboratory. Electrical laboratory. Chemical and physical laboratory. Drafting rooms. Power house and enlisted men's trade-school building to contain- Heating and power plant. Electrical generators and other large apparatus. Machine shop. Carpenter shop. Blacksmith shop. Plumber shop. Masonry laboratory. Modeling room (molding sand). 2. Completion of west barracks-------------------------------- 40, 000 3. Bachelor officers' quarters ---------------------------------- 70. 000 4. Store sheds for lumber, coal, ponton material, wagons, etc--------- 25, 000 5. Observatory ---------------------------------------- 3, 000 6. Roads, walks, sidewalks, sewers, water supply, gas, electric distri- bution ------------------------------------------------ 25, 000 7. Six sets noncommissioned officers' quarters--------------------- 66, 000 8. One new stable-- -------------------------------------- 20, 000 9. Chaplain's quarters------------------ --------------------- 20. 000 698, 000 BRIDGE BETWEEN FORT SNELLING AND ST. PAUL, MINN. 1059 Fuller details of these new buildings and their objects are given in the report of Captain Sewell, published as Appendix H H H of the Annual Report of the Chief of Engineers for 1906. The work of the Engineer School is of the greatest importance in fitting the younger officers of the corps for the important duties which, owing to the present shortage of officers, devolve upon them at an early period in their careers. The present facilities for instruction at the school are so inadequate that its operations are carried on under discouraging and disadvantageous conditions, and it is only with the greatest difficulty that satisfactory results are obtained. Toward the completion of the scheme for buildings for the school an esti- mate of $429,000 (for the construction of the Engineer School and administration building and enlisted men's trade-school building) was submitted by the Chief of Engineers, and it was intended to urgently recommend that provision for the construction of these buildings be made at the coming session of Congress by an imme- diate, moderate appropriation for their commencement, and continu- ing appropriations for their completion, but by direction of the Sec- retary of War this item was omitted from the estimates finally submitted for the consideration of Congress. Amount appropriated by act of- June 30, 1902---------------------------------------------- $500, 000 March 2, 1903------------------------------ ----------------- 360, 000 March 2, 1905----------------------------------------------- 150, 000 March 2, 1907------------------------------------------------ 32, 500 1, 042, 500 June 30, 1909, amount expended to date 042, 500 1--------------------------, CONSTRUCTION OF BRIDGE ACROSS MISSISSIPPI RIVER BETWEEN FORT SNELLING RESERVATION AND ST. PAUL, MINNESOTA. This work was in the charge of Maj. Francis R. Shunk, Corps of Engineers. The act of Congress approved March 17, 1906, provided for con- struction of a bridge over the Mississippi River connecting Fort Snelling Reservation and St. Paul. The cost was not to exceed $250,000, of which at least $100,000 was to be contributed by the city of St. Paul, at least $25,000 by any electric railway company receiving right of transit across the bridge, and such sum as the Secretary of War might determine by any steam railway company which might use the bridge. The sum of $100,000 was paid to the United States by the city of St. Paul and the sum of $25,000 by the Twin City Rapid Transit Company. The site of the new bridge is about 300 feet below the old Fort Snelling bridge. The bridge was built under contract and was completed April 24, 1909. It was tested June 19, 1909, and formally accepted. The act of Congress approved March 4, 1909, appropriated $20,000 for the construction of approaches to the bridge. At the close of the year the approaches were about 80 per cent completed. This work can not be completed until the city of St. Paul finishes the street at the entrance to the bridge. It is expected that this will be done at an early date. The amount expended to June 30, 1910, was $263,835.50. 1060 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1909, balance unexpended_ _---------------------- $24, 790. 33 Amount appropriated by sundry civil act approved June 25, 1910O... 1, 200. 00 25, 990. 33 June 30, 1910, amount expended during fiscal year: For works of improvement ---------- $18, 200. 83 For maintenance of improvement________------ --- 425. 00 18, 625. 83 July 1, 1910, balance unexpended-------- ---------- 7, 364. 50 July 1, 1910, outstanding liabilities _- ----------------- 55. 00 July 1, 1910, balance available_-_ _..-------------------- --- 7, 309. 50 (See Appendix J J J.) RECONSTRUCTION OF UNITED STATES BRIDGE AT NIOBRARA, NEBRASKA. This work was in the charge of Maj. Edward H. Schulz, Corps of Engineers. Funds for this work were appropriated by act of Congress ap- proved April 30, 1908 (Public No. 104), Indian appropriation act, as follows: For the purpose of rewooding and repiling the present old bridge across Nio- brara River between the Santee and Ponca Reservations, Nebraska, supplying the same with new ice breaks, but using the iron work of the old combination bridge, the sum of twelve thousand dollars, or so much thereof as may be necessary, the work to be done under the direction and supervision of the War Department. In accordance with approval of the Secretary of War July 6, 1908, the work was assigned to the Kansas City engineer office. The bridge was completed April 28, 1909, and certain incidental expenses connected with the same were paid during the early part of the present fiscal year. Balance unexpended July 1, 1909__ _------ ----------- $56.89 June 30, 1910, amount expended during fiscal year----------------- 56. 89 (See Appendix K K K.) MONUMENT TO COMMEMORATE THE BATTLE OF KINGS MOUNTAIN, SOUTH CAROLINA. This work was in the charge of Capt. E. M. Adams, Corps of Engineers. By act of Congress approved June 16, 1906, there was appropriated $30,000 for the construction of a monument to commemorate the vic- tory of the American forces at Kings Mountain, South Carolina, October 7, 1780. Plans for the monument had been approved by the Secretary of War in accordance with the terms of the act making the appropriation, and contract made for the construction of a monument 115 feet 3 inches high for the sum of $25,000, but owing to the greater depth required to secure a suitable footing for the foundation, thus increasing the cost of same, it became necessary to reduce the size of the monument originally contemplated. Supplemental contract was therefore made for the construction of a monument 83 feet 6 inches high, with lightning conductor installed, for the sum of $21,000. Under this contract the monument had been completed, with the ex- ception of the sculptured work, setting of the bronze tablets, and erection of inclosure. During the year this work was completed and final payment under the contract was made. The expenditures were MONUMENT AT MONTEREY, CAL. 1061 $7,972.53, including retained percentages on contract, payment for preparation of plans and specifications by architects, and office expenses. The total expenditures to June 30, 1910, amount to $28,798.49; an unexpended balance of $1,201.51 was restored to the Treasury. July 1, 1909, balance unexpended------------------------------ $9, 174. 04 June 30, 1910, amount expended during fiscal year, for works of improvement-------------------------------------------------7, 972. 53 Unexpended balance returned to the Treasury ___--- ------ - 1, 201. 51 (See Appendix L L L.) MONUMENT TO COMMEMORATE THE BATTLE OF THE REVOLUTION FOUGHT AT POINT PLEASANT, WEST VIRGINIA. This work was in the charge of Capt. F. W. Altstaetter, Corps of Engineers. The public building act approved May 30, 1908, appropriates the sum of $10,000 to aid in the erection and completion of a memorial structure at Point Pleasant, W. Va., to commemorate a battle of the Revolution fought at that point. The work provided for under the contract entered into February 5, 1909, for the construction of the monument was completed in November. July 1, 1909, balance unexpended-------------------------------- $8, 999. 75 June 30, 1910, amount expended during fiscal year----------- --- 8, 999. 75 (See Appendix M M M.) ERECTION OF MONUMENT AT MONTEREY, CALIFORNIA, TO COMMEM- ORATE THE TAKING POSSESSION OF THE PACIFIC COAST BY THE LATE COMMODORE JOHN D. SLOAT, UNITED STATES NAVY. This work was in the charge of Lieut. Col. John Biddle, Corps of Engineers. During the war with Mexico, on July 7, 1846, Commodore Sloat, in accordance with instructions from our Government, landed a force of sailors and marines at Monterey and took possession of California in the name of the United States. In 1886 an organization composed of Mexican war veterans, California pioneers, army and navy officers, and others prominent in the affairs of the State, was formed for the purpose of erecting a monument to Commodore Sloat, the organiza- tion being known as the Sloat Monument Association. A site was procured on the military reservation of the Presidio of Monterey, on the slope of a hill overlooking the Bay of Monterey. Upon this site, which is unobstructed by trees or adjacent buildings, a suitable foundation was laid and a base, or platform, for the pro- posed monument was constructed, faced with stones which were con- tributed by various counties of the State, military and civic organiza- tions. The base is 24 feet square and 6 feet high. The Congress of the United States, act of March 4, 1907, has appro- priated $10,000 for the erection of a monument to Commodore John Drake Sloat, U. S. Navy, at Monterey, Cal. A portion of this sum, not to exceed $1,000, is to be devoted to procuring a suitable design and other preliminary expenses, leaving about $9,000 for the actual work, act of March 28, 1908. The amount expended on this base is unknown in this office. 1062 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On May 19, 1908, the Chief of Engineers, United States Army, assigned to Lieutenant-Colonel Biddle the duty of obtaining a suit- able design and erecting the monument. With the aid of the San Francisco Art Institute and the Sloat Monument Association, a design was accordingly made and has been submitted to the War De- partment, and was approved by the Secretary of War on June 29, 1909. The total amount expended on the project to June 30, 1910, is $9,954.45. Nothing has been derived from any miscellaneous sources. The work of erecting the monument was given to the sculptors who won the first prize, and contract was entered into September 2, 1909, and the work of construction was then begun. The monument was built of reinforced concrete faced with granite, the blocks being cut and dressed at the quarry and shipped to the site. As the stone ar- rived it was put in place, and the work was entirely completed June 30, 1910. A photograph of the monument is shown herewith. July 1, 1909, balance unexpended---------- 666. 55 $---------------------9, June 30, 1910, amount expended during fiscal year, for works of im- provement---------------------------------- ----------------- 9, 621. 00 July 1, 1910, balance unexpended-------------------------------- 45. 55 (See Appendix N N N.) MONUMENT TO BRIGADIER-GENERAL JAMES SHIELDS. The work was in the charge of Maj. E. H. Schulz, Corps of Engi- neers. The sundry civil act of June 25, 1910, appropriated $3,000 for a monument to be erected over the grave of Brig. Gen. James Shields, at St. Mary's Cemetery, at Carrollton, Mo. Bids were opened July 5, and transmitted to the War Department for action. Amount appropriated by sundry civil act of June 25, 1910------- ------ $3, 000 July 1, 1910, balance unexpended and available---------------------- 3, 000 OFFICE OF THE CHIEF OF ENGINEERS. During the fiscal year ending June 30, 1910, the following-named officers were on duty in this office as assistants: Col. Smith S. Leach, to October 16, 1909; Col. Frederic V. Abbot, to May 23, 1910; Lieut. Col. Edward Burr, from May 26, 1910; Maj. James B. Cavanaugh; Maj. William B. Ladue; Ma]. William J. Barden, to September 30, 1909; Capt. Edward N. Johnston; First Lieut. Richard C. Moore, to May 25, 1910; First Lieut. Charles K. Rockwell, from May 16, 1910. The Chief of Engineers has received from the civilian employees of the office most loyal and efficient support and assistance in the trans- action of the duties devolving upon him, and I take pleasure in join- ing my predecessor in the hope that some provision will speedily be made for their financial relief when they become superannuated in the public service, to which many of them have devoted the best years of their lives--the salaries of the office clerks as fixed by law, and prac- tically unchanged for fifty years, being too small, excepting in rare instances, to permit such accumulation as will provide for their sup- port when they become incapacitated for active duty. Very respectfully, W. H. BIXBY, Chief of Engineers, U. S. Army. The SECRETARY OF WAR. APPENDIXES TO THE REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 1063 APPENDIXES TO THE REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. THE BOARD OF ENGINEERS AND ENGINEER DEPOTS. APPENDIX No. z. REPORT OF THE BOARD OF ENGINEERS. THE BOARD OF ENGINEERS, ARMY BUILDING, New York City, July 11, 1910. SIR: I have the honor to submit the annual report recounting the operations of The Board of Engineers for the year ending June 30, 1910. The following changes have taken place in the personnel of the Board since the date of the last annual report: On September 21, 1909, Col. D. W. Lockwood, Corps of Engineers, retired from active service by operation of law. By paragraph 1, Special Orders, No. 52, War Department, Septem- ber 21, 1909, Col. Wm. T. Rossell, Corps of Engineers, was detailed a member of the Board. By paragraph 1, Special Orders, No. 71, War Department, Office of the Chief of Engineers, December 8, 1909, Col. Wm. M. Black, Corps of Engineers, was detailed as a member of the Board, vice Col. John G. D. Knight, Corps of Engineers, appointed brigadier-general, U. S. Army. As at present constituted The Board of Engineers is composed of Col. Wm. T. Rossell, Corps of Engineers; Col. Wm. M. Black, Corps of Engineers; Col. S. W. Roessler, Corps of Engineers; Lieut. Col. E. B. Babbitt, Ordnance Department; Capt. H. L. Wigmore, Corps of Engineers, recorder and disbursing officer, and Rear-Admiral Richard Wainwright, U. S. Navy, during consideration of defense of coal depots only. 1065 1066 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In addition division engineers in whose divisions there are forti- fications are members of The Board of Engineers when matters pertaining to defensive works in their respective divisions are under consideration by the Board. The Board has considered the various subjects referred to it during the past fiscal year by the Chief of Engineers. • * * * * * * For the Board: Very respectfully, your obedient servant, WM. T. ROSSELL, Colonel, Corps of Engineers, Senior Member of Board. The CHIEF OF ENGINEERS, U. S. ARMY. APPENDIX No. 2. ENGINEER DEPOT, WASHINGTON BARRACKS. REPORT OF MAJ. WILLIAM J. BARDEN, CORPS OF ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30, 1910. ENGINEER DEPOT, UNITED STATES ARMY, WASHINGTON BARRACKS, Washington, D. C., August 17, 1910. SIR: I have the honor to forward herewith, in duplicate, Annual Report for the Engineer Depot, Washington Barracks, D. C., for the fiscal year ending June 30, 1910. Very respectfully, W. J. BARDEN, Major, Corps of Engineers, U. S. A., In charge of Engineer Depot. The CHIEF OF ENGINEERS, U. S. ARMY. ENGINEER DEPOT, WASHINGTON BARRACKS, DISTRICT OF COLUMBIA. The work of the depot has continued to increase during the year, and the facilities for storage of property pertaining to the depot are becoming severely taxed. The filling of requisitions has continued throughout the year, and shipments were made almost daily. During the year 709 boxes, crates, and bundles were shipped from the depot through the Quartermaster's Department. Three hundred and ten shipments were made by registered mail, and 147 boxes of engineer instruments were sent by express chargeable to river and harbor appropriations. The approximate total weight of the prop- erty shipped, as above enumerated, was about 90,000 pounds. This, does not include shipments of bulky depot property, such as ponton wagons and ponton materials accompanying engineer troops to en- campments. Purchases of tools, materials, instruments, and general supplies, including a large supply of lumber for packing boxes and crates for the current use of the depot and for filling requisitions, were con- tinued during the year. A set of six oil tanks for different kinds of oils and a machine for cutting stencils have been added to the equip- ment of the depot. 1067 1068 REPORT OF THE CHIEF OF ENGINEERS, U. S. AR1'Y. A large amount of unserviceable property that had accumulated in the depot was inspected and condemned during the month of November, 1909. STOREHOUSES AND SHOPS. The old buildings formerly used for shops, which were located on the grounds now occupied by the War College, were demolished by War Department orders several years ago, but no provision has as yet been made for new ones. The shops are an essential part of the depot, and a new building to contain them should be provided for as early as practicable. The estimate for such a building is included in the report for the Engineer School. At the close of the fiscal year there was no available place on the post for the storage of the wagons of the bridge equipage, but the Quartermaster's Department is now building one ponton shed, 162 by 36 feet, which will protect a portion of the ponton material which has heretofore been stored in the open air. An additional shed will, however, be needed. INSTRUMENTS. During the year a large number of surveying and other instruments were turned into the depot in compliance with standing orders and with General Orders No. 23, Office Chief of Engineers, 1909. The following large instruments were so received, viz, 99 engineer's transits; 2 expedition type transits; 1 solar transit; 75 engineer's levels; 8 theodolites; 2 gradienters; 5 plane tables; 23 sextants; 3 chronometers; 1 current meter; 1 azimuth instrument; 10 surveyor's compasses; one solar compass; and a number of smaller instruments. A number of these have been repaired and reissued, but others were found on examination to be not worth repairs and have been set aside for inspection and condemnation. A limited number of instruments were sent to the depot for the express purpose of being repaired. In all such cases the repairs were duly made and the instruments returned. With the increased appropriation available a larger number of instruments were purchased than heretofore, but the requisitions have been so numerous that at no time could a reasonable supply be kept on hand. The following instruments were purchased: Ten engineer's transits; 8 engineer's levels; 4 plane tables; 8 current meters; 2 tide gauges; 6 sextants; 1 triangulation transit; 2 tachymeters; 5 field glasses; 37 assorted level rods; 1 planimeter; 25 assorted tape lines; 1 level trier; 10 ranging poles; 6 aneroid barometers; 6 folding stadia rods; and a miscellaneous lot of various small instruments. On account of the large demand upon the depot for surveying instruments for use on public works and surveys the amount appro- priated, although, as above stated, considerably more than for the previous fiscal year, proved to be inadequate, so that in many cases large and small instruments were, by authority of the Chief of Engi- neers, purchased through the depot for use on various civil works, the bills being sent for payment to the officers in charge of the works con- cerned. The following instruments were so purchased during the year: Twenty-six engineer's transits; 14 engineer's levels; 2 transit theodolites; 18 level rods; 7 sextants; 3 current meters; 40 assorted steel and metallic tapes; 8 ranging poles; 5 drawing boards; 1 APPENDIX 2.--ENGINEER DEPOT, WASHINGTON BARRACKS. 1069 planimeter; and 162 smaller instruments of various kinds. There were in all 55 purchases made, involving a total expenditure of $9,620.08. INSTRUMENT REPAIR SHOP. The cost of having instruments repaired on the outside and the in- creased appropriation available for the depot having shown that such a course would be a matter of economy, a repair shop has been put in operation during the past year. An experienced instrument maker with over ten years' experience in one of the largest instrument estab- lishments in this country was engaged, and on his arrival on July 1, 1909, work was immediately begun to clear out the two rooms at the south end of the depot storehouse, one for a shop room and the other for an adjusting room. All shelving therein was removed and working benches were made and put in place. On July 12 the first machine, a special speed lathe, was received, and on July 20 and August 20, re- spectively, a drill press and a tool grinder were received. The motor for furnishing power was supplied by the depot, one being in stock. The mail-line shaft and large pulleys were installed, and connection made with the electric power from the city. A large platform was built to hold the motor, and platforms were also built for the overhead pulleys. The necessary castings for the adjusting post were purchased and finished up in the shop. A concrete pillar was erected from the floor of the basement through and above the floor of the adjusting room; necessary targets for adjusting purposes were placed in proper positions and necessary arrangements made for properly adjusting stadia wires. Power for the machinery was turned on and the actual repairing of instruments was begun on September 1. Later there were purchased for the equipment of the shop a universal level trier, an apparatus for testing aneroid barometers, and a dividing machine. A supply of minor parts, accessories and materials usually required in the repair of surveying and other instruments were obtained from time to time during the year. From the time that actual work was begun in the shop up to and including June 30, 1910, the following in- struments were repaired: Three artificial horizons; 7 astronomical instruments, large; 1 barometer, aneroid; 1 barometer, mercurial; 1 bench level, adjustable; 1 camera; 32 cavalry sketching cases; 1 chronograph; 7 clinometers, Abney; 2 clinometers, service; 1 clock, astronomical; 38 compasses, box; 3 compasses, prismatic; 10 sets drawing instruments; 3 field glasses; 5 foot ball timers; 21 hand levels, Locke; 27 levels, engineer's; 72 pace tallies; 16 pedometers; 5 plane tables; 1 protractor, 3-arm; 6 protractors, German silver, circu- lar; 4 rods, level; 6 rods, stadia, folding; 19 sights for plane table alidades; 8 sextants; 1 sextant, pocket; 2 steel tapes; 5 theodolites; 42 transits, engineer's; 3 transits, stadia, hand; 1 traverse table; 1 vibrator for oscillograph. In addition to the work of repairing instruments, the instrument maker was charged with the duty of examining and testing all instru- ments received in the depot by purchase during the year. He was also required to make minor repairs to electrical appliances and instruments. In the beginning of the fiscal year, repairs to instruments were made by parties in the cities of Washington and New York, and the 1070 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. following have been repaired at a total cost of $1,223.67: Three tran- sits, 2 levels, 1 current meter, 3 astronomical transits, 1 zenith tele- scope, 1 astronomical clock, 10 stop watches, 1 sextant, 5 chronometers, and 67 other small instruments. In the total cost above given are included repairs to chronometers and the regraduation of astronom- ical instruments which could not be done in the depot repair shop. In addition to the repairs above enumerated, four engineer's tran- sits and three engineer's levels were sent to this depot in the early part of the year for repairs. They were repaired by outside parties at a total expense of $155, and the account for the same was paid by the officer shipping the instruments to this depot for repairs. Since the work of repairing instruments was begun in the depot repair shop, no instruments have been sent to outside makers except chronometers and watches, which require the services of experienced watchmakers. All repairs are being made with promptness, and are not subject to delays as was the case in previous years when instru- ments were sent to outside parties. Almost everything can be done now in the line of repairs, with the exception of graduating, which requires a graduating machine. The funds at the disposal of the depot will not at present permit the large expenditure required for the purchase of such a machine, and the regraduation of instruments is not often required on those turned in or sent here for repairs. EQUIPMENT OF OFFICERS' SCHOOLS, MILITARY POSTS. From the appropriation of $12,000 for this purpose an allotment of $4,000 was made to this depot for the purchase of certain drawing, surveying, and reconnaissance instruments. From this allotment the following articles were purchased, viz: 11 reconnaissance transits; 13 engineer's levels; 11 leveling rods; 60 triangular boxwood scales; 56 rubber triangles, assorted; 6 sets drawing instruments; 3 steel straightedges, 42-inch; 6 T squares, wood, 42-inch; 6 metallic tapes, 50-foot. The issues made during the year exceeded the number of articles purchased, but the deficiencies were made up from the supply on hand in the depot obtained in previous fiscal years. ENGINEER EQUIPMENT OF TROOPS. This equipment is supplied to the army under the provisions of General Orders, No. 113, War Department, 1906; General Orders, No. 73, War Department, 1907; General Orders, No. 221, War De- partment, 1907, as modified by General Orders, Nos. 8 and 59, War Department, 1910; General Orders, No. 145, War Department, 1909, for artillery, cavalry, and infantry troops; and General Orders, No. 13, Office of the Chief of Engineers, 1909, for engineer troops. General Orders, No. 145, War Department, 1909, provides for the issue of 6 watch-pattern compasses to each company of infantry, troop of cavalry, and battery of field artillery. Only one regiment has been supplied with these compasses and only three were sent to each company, there being no funds available for the purchase of the entire number at the beginning of the fiscal year. With an allotment made by the Chief of Engineers at the close of the fiscal year, a con- tract was entered into for 4,000. Delivery of these is expected in the APPENDIX 2.-ENGINEER DEPOT, WASHINGTON BARRACKS. 1071 early part of August, 1910, when issues to all organizations entitled to them will be begun. These orders do not cover the purchase or issue of bridge equipage, siege materials, field searchlights, and larger items required for use of engineer troops and the army at large. Issues and receipts, repairs, and exchanges under the provisions of these orders have been numerous during the year, and all requisitions except for watch compasses have been filled. As stated in the last annual report, all supplies required by General Orders, No. 221, War Department, 1907, have been pur- chased and delivered except in those cases where retention has been requested by the officers submitting the requisitions. The infantry companies that had requested retention have returned to the United States and the outfits were issued to them. All of the troops of cavalry except eleven have also been supplied with the authorized equipment. The equipment for these troops has been held in the depot pending proposed modifications in the equip- ment and boxes, which had not been decided upon at the close of the fiscal year. Reports on this equipment called for by War Depart- ment orders were received from nearly all organizations and a report thereon was forwarded to the Chief of Engineers on April 14, 1910. All requisitions received for the equipment of engineer companies under General Orders, No. 13, Office of the Chief of Engineers, 1909, received during the year have been filled and it is thought that all the companies are now practically completely equipped. There has also been purchased one complete sample outfit of engineer company equipment and one battalion headquarters outfit so far as now adopted. Tool boxes for shipment of the company outfit by rail and in the field when special tool wagons are not available were designed and several sets constructed. PONTON AND BRIDGE EQUIPAGE. The ponton and bridge equipage on hand has been cared for during the year as well as practicable in the absence of proper facilities for storage. Minor repairs have been made and necessary painting done by the depot force. Limited amounts of the bridge equipage were sent with engineer troops participating in the military tournaments at Albany, N. Y., and Nashville, Tenn. During the year a contract entered into in the previous fiscal year for 50 ponton wagons was completed. Twenty of the wagons were sent to Washington Barracks, 20 to Fort Leavenworth, and 10 to Vancouver Barracks. Three tool wagons were also received under contract and retained at Washington Barracks. Some of the minor parts for completing two divisions each of reserve and advance guard train equipage at this depot were obtained by purchase. Twenty trestle balks have been constructed from white pine lumber, obtained from the Buffalo market. The bridge equipage in the depot at the close of the fiscal year was as follows: One division of each of the advance and reserve train equipage was ready for immediate use, while a second division of each was practically complete, except for 12 chess wagons and 1 battery and forge wagon. This second division of each was mainly used for instruction purposes of engineer troops 1072 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. stationed at this place. To complete three divisions of each class of equipage will require about $17,000. Under an allotment from the Chief of Engineers of June 19, 1909, a contract was entered into after due advertisement with the Stude- baker Bros. Manufacturing Company, of South Bend, Ind., for 44 chess wagons, 20 ponton wagons, and 4 tool wagons. They have been designated for shipment on completion of contract, which is ex- pected to be in the early part of September, 1910, as follows: Twelve chess wagons and 1 tool wagon to Manila, P. I.; 6 chess wagons and 1 tool wagon to Vancouver Barracks, Wash.; 20 ponton wagons, 22 chess wagons, and 2 tool wagons to Fort Leavenworth, Kans.; and 4 chess wagons to Washington Barracks, D. C. These wagons are be- ing inspected by an experienced wagon inspector secured through the Quartermaster's Department who is permanently stationed at the works of the manufacturer. Under an allotment of $5,000 made by the Chief of Engineers August 27, 1909, for the purpose of securing white pine lumber for the bridge equipage, a bill of such lumber was ordered from the Menominee Indian Mills under the control of the Department of the Interior. The lumber was inspected by an inspector from the United States engineer office at Milwaukee and was received at the Indian Mills by the Quartermaster's Department for shipment to Washing- ton Barracks just before the close of the fiscal year. The lumber purchased is sufficient to construct: One hundred and twenty long balks, 200 short balks, 40 trestle balks, 420 long chess, 340 short chess, 6 abutment sills, 4 saddle transoms, 2 saddle sills, 4 sets of trestles, 8 canvas ponton boats, 8 reserve wooden ponton boats. This material, although dressed on all sides, is not fully seasoned, and it is not pro- posed to undertake its manufacture into the bridge equipage until it has fully seasoned. The white oak required for the wooden ponton boats and other material and labor required will amount to about $3,200. The three-section steel ponton boat and the one-piece steel ponton boat obtained under former appropriations have been tested at West Point, as stated in the last report, and have since been shipped to Fort Leavenworth, Kans., for further tests. MISCELLANEOUS. One hundred sketching boards of a new type designed by Capt. Clarence O. Sherrill, Corps of Engineers, were purchased in April, 1910, and under instructions from the Chief of Engineers three were issued to each company of engineers and one to each regimental head- quarters of infantry and cavalry. All organizations to whom these sketching boards were sent were directed by the War Department to have them tried during the coming summer and to submit reports as to their value in comparison with the cavalry sketching case now issued, together with suggestions as to -any changes considered de- sirable. The automobile searchlight outfit purchased December, 1908, has been used in the instruction of officers in the Engineer School and of selected enlisted men who took the course in electricity in the trades school. During the last year a 24-inch projector was mounted for experimental purposes on its rear platform. This arrangement was APPENDIX 2.-ENGINEER DEPOT, WASHINGTON BARRACKS. 1073 found to be unsatisfactory on account of bringing too much weight on the rear spring of the truck, of not affording sufficient freedom of movement for the projector, of not giving satisfactory control op- eration on account of transmitted engine vibration, and for several other reasons. This projector was therefore dismounted and replaced by a reserve gasoline tank and tool box. A number of other changes in the outfit were made with a view to reducing weight and simpli- fying its mechanical operation. Under authority of the Chief of Engineers, dated July 23, 1909, a special 2-wheel trailer carrying a 30-inch projector of latest type, fitted with general electric con- troller, was purchased from the General Electric Company for use with the auto truck. A portable telescoping tower was purchased from C. D. Magirus, Ulm, Germany, under authority of the same date. The 24-inch pro- jector above referred to as being removed from the auto truck was mounted on the tower and arranged for distant control by either the Le Blanc or old 6-wire type of controller. The Lieb acetylene searchlights, made by L. Horwitz, Berlin, Ger- many, and the Kamm searchlight lamps made by Leo Kamm, London, the purchase of which was authorized by the Chief of Engineers under date of July 23, 1909, have been purchased and received. The formePwere sent with the troops to Gettysburg for test. The auto surveying car, purchased from the White Company, New York, under authority of the same date, has been received. Prelimi- nary tests have been carried on, and the car was utilized in the preparatroy surveys for the Gettysburg maneuver camp during the month of June. Defects in the design of the special body developed during this work and the body was remodeled to remedy these de- fects. The subject of the design of the portable field pile driver author- ized by the Chief of Engineers on July 23, 1909, was taken up during the year and designs made by Lieutenant Rose for an experimental outfit which could be transported on two ponton wagons. An outfit constructed according to these designs was purchased from the Lidgerwood Company. It was received about June 20, and has been assembled and tested for general operation with satisfactory results. All of the searchlight apparatus referred to above, the auto-sur- veying car, and the pile driver outfit will be sent to the maneuver camps at Gettysburg and Pine Camp after the officers and enlisted men have received special instructions in operating them, and detailed reports of the results of the trials under field conditions will be called for. For map reproduction, one zincograph press and three boxes for packing of equipment, designed by Second Lieut. John A. Hola- bird, Corps of Engineers (since resigned), was purchased for ex- perimental purposes. The cost of the one press and boxes was $190. The press will take a zinc plate 24 by 36 inches, and weighs about 70 pounds. All metal parts are as far as practicable made of alu- minum composition. The press and the supplies to go with it are carried in three boxes. Box I, 32 by 46 by 9 inches, approximate weight 120 pounds; Box II, 32 by 46 by 11 inches, approximate weight 175 pounds; Box III, 32 by 46 by 14( inches, approximate weight 140 pounds. 56932 0 -ENG 1910----68 1074 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. When boxes are placed on top of each other they form a' working table on which press rests. Contents of lower boxes may be gotten at without removing those on top. This outfit was received on May 2, 1910. A few minor changes that could be made here on the post were found necessary, but on the whole it appears satisfactory. It will be sent with troops from this post to Gettysburg to be tested at the maneuvers there in July and then to Pine Camp in August, and a report is to be made in each case by the engineer officer in command. In addition to the issues to regular troops a number of requisi- tions were received and filled for the organized militia, reimburse- ment being made through Treasury settlement. All the clerical work of the depot, together with that of the Engi- neer School, which is done by the same employees, was carried on during the year in the old administration building in a room about 20 by 40 feet. The space is insufficient for the proper carrying on of the work and for the filing of records. The office room, as well as the entire building, is unsuited for this purpose, and is actually dangerous. All the ceilings are in very poor condition, likely to fall at any time. In the rooms in the basement, occupied by the printing shop, the ceilings fell and were replaced by the Quartermaster's Department. 4 Although a good heating apparatus has been provided in the basement of the building, the rooms can not be properly heated, due to the rapid deterioration of the window frames and sashes. It is urgently recommended that provisions be made at the next session of Congress to provide a suitable building for engineer depot and school offices. APPENDIX No. 3. ENGINEER DEPOT, FORT LEAVENWORTH, KANSAS. REPORT OF MAJ. CLEMENT A. F. FLAGLER, CORPS OF ENGINEERS, FOR THE FISCAL YEAR ENDED JUNE 30, 1910. FORT LEAVENWORTH, KANS., August 20. 1910. SIR: I have the honor to inclose herewith, in duplicate, annual report of Engineer Depot, Fort Leavenworth, Kans., for the fiscal year ended June 30, 1910. Very respectfully, C. A. F. FLAGLER, Major, Corps of Engineers, Commanding Depot. The CHIEF OF ENGINEERS, U. S. ARMY. UNITED STATES ENGINEER DEPOT, FORT LEAVENWORTH, KANSAS. OPERATIONS. Office and storehouse.-The general work of the office and store- house consists of the care of property on hand, the purchase of sup- plies, occasional shipments to troops and repair of instruments, issues to the battalion of engineers here stationed, and the keeping of the depot accounts and records. All correspondence relating to equip- ment, allotments, etc., which would be of interest to an incoming organization of engineers and of no special interest to the present battalion after leaving this station is now kept on the depot files. The following shipments were made to the Engineer Depot at Washington Barracks during the fiscal year for test by the Board on Engineer Equipment, namely: One modified Rees tool wagon, two mauls, five paddles, four pickets, one ponton pump, and one canvas boat frame with metal mortises and tenons. Shop.-The new shop was fitted out complete in November and is now prepared to construct economically all ponton equipment except chess and ponton wagons. Most of the work during the past year consisted in repairs to the old ponton, chess, and tool wagons on hand in the depot, and to other equipment damaged by wear in the service. One wagon for transporting the tools of a company of engi- 1075 1076 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. neers was built in April and May. It was modified from a Rees "experimental tool wagon " completed in July, 1908. Frames for one complete division of the advance guard equipage as designed by First Lieut. R. P. Howell, jr., Corps of Engineers, were built at the shop and are now under test. One frame with im- proved metal fastenings has been constructed and shipped to Wash- ington Barracks, as stated above. A number of pickets, rack sticks, and similar minor articles were also made. The white pine lumber purchased under the allotment of March 11, 1909, has been received and frames for one advance guard division made therefrom. Enough lumber now remains to construct two addi- tional advance guard divisions and complete three reserve divisions. Trades schools.-A small start in trades schools for enlisted men of the engineer battalion stationed here was made at the end of the fiscal year. Classes of two or three men in lithography, photography, and drafting were held with very satisfactory results. It is proposed to continue these schools and add additional classes during the next fiscal year. CONDITION OF PROPERTY. With the exception of 27 canvas ponton covers, 13 chess wagons, and 33 ponton wagons all property carried on the depot return is in good condition and fit for field service. SHIPPING FACILITIES. The spur from the post terminal railroad system has been laid through the engineer park and into the depot storehouse. Cars can be loaded in the storehouse proper or on the park just outside, and all ponton equipment on hand in this depot can be loaded for shipment very easily and rapidly. APPENDIX No. 4. ENGINEER DEPOT, VANCOUVER BARRACKS, WASHINGTON. REPORT OF CAPT. ELLIOTT J. DENT, CORPS OF ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. VANCOUVER BARRACKS, WASH., July 16, 1910. SIR: I have the honor to inclose herewith, in duplicate, annual report of the Engineer Depot, Vancouver Barracks, Wash., for the fiscal year ending June 30, 1910. Very respectfully, E. J. DENT, Captain, Corps of Engineers, In charge of Depot. The CHIEF OF ENGINEERS, U. S. ARMY. UNITED STATES ENGINEER DEPOT, VANCOUVER BARRACKS, WASH- INGTON. In general the work of the Engineer Depot, Vancouver Barracks, consists in caring for the ponton equipage and in making occasional repairs or purchases for the engineer company at the station. PONTON EQUIPAGE. The ponton equipage at this depot consists of one advance and one reserve division, each of which is practically complete with the ex- ception of one battery forge wagon. There are also a few items on hand in excess of the number required for the above divisions. On July 1, 1909, the carriages and boats were stored in an open shed which afforded only scant protection against driving rains. Dur- ing December lumber was purchased by the Quartermaster's Depart- ment for sheathing the most exposed side and two ends of the shed and shingles were providedfor patching the roof. The repairs and changes to the building were made by Company F, Engineers, and as a result the equipage was fairly well protected during the re- mainder of the season. Smaller items of the equipage are stored in a building occupied jointly by the Engineer Depot, the Post Quarter- master, and the Chief Commissary, Department of the Columbia, or 1077 1078 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in a small storeroom in one of the engineer company's barracks. A plan has been approved by the Secretary of War providing for the construction of a new storehouse for the use of the post quartermaster, and for the transfer to the Engineer Depot upon completion of that storehouse of two gun sheds now occupied by the post quartermaster. These sheds are in every way suitable. Each has 17 bents capable of holding a loaded ponton wagon. By crowding there can be placed in the two sheds two reserve and one advance division loaded. On July 1, 1909, the work of overhauling the equipage was in progress and during the summer all boats were tested by actual use during drills by Company F, Engineers. New balk, chess, and trestles were made from material on hand. One of the tool wagons and many of the tools were utilized by Company F, Engineers, during March and April, 1910, in clearing the ground for the new target range for the Post of Vancouver Barracks. OFFICE WORK, ETC. Under allotments dated June 19, 1909, tools and supplies were pur- chased for the ponton equipage, nearly completing the complement for one advance and one reserve division, and a few minor repairs were made to instruments. Under allotment dated July 20, 1909, supplies were purchased for the use of Company F, Engineers. The clerical work for the depot was performed by the depot ser- geant or in the office of the Chief Engineer Officer, Department of the Columbia. APPENDIX No. 5. ENGINEER DEPOT, MANILA, PHILIPPINE ISLANDS. EXTRACT FROM A REPORT OF MAJ. EDWIN R. STUART, CORPS OF ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30, 1910. JimY 12, 1910. * * * * * * * A detail of 14 men of Company H, Second Battalion of Engineers, has worked in the depot from July, 1909, to April, 1910. In April the status of the depot was such as to allow a reduction from 14 to 10 men; this latter detail has continued to work until the present time. During the fiscal year the following has been done: A new storehouse, 100 by 25 feet, has been made by the inclosure of the space between existing storehouses Nos. 8 and 10. An additional floor space of approximately 250 square feet has been allotted to the Engineer Depot in the former Signal Corps oil house. As a fire precaution all the oils, paints, and tars of the Engi- neer and Signal depots are now transferred into this detached building. Practically all of the material now stored in the open or semiopen sheds at the depot and at the land transportation corral is now stored under cover in the new house. The ponton material is disassembled and stored wholly indoors. This year the bridge equipage has been increased by the shipment of 16 canvas ponton side frames and two trestles, with boat acces- sories. This material completes in the Philippine Division two divisions of aIvance-guard equipage, lacking 12 bridge wagons. All the ponton material on hand last year was scraped, painted, and thoroughly examined. It was tried out twice during the year- in December at the division staff ride and in February at the division maneuvers. The additional material sent out from the United States arrived just in time to participate in the maneuvers. The maneuver test was a hard one, and the bridge material performed its functions well. The two divisions of equipage on hand are in sound condition. The 160 single sets of bridge harness were unboxed and the leather oiled, cleaned with soap, and then reboxed. The rawhide thongs were generally dry rotted, but the leather was in a very satisfactory condition. All thongs have been replaced. In the division staff ride ten sets of this jerk-line harness were used satisfactorily. In the maneuvers the bridge harness was not used because the quarter- master mules and drivers were not accustomed to the jerk line. 1079 1080 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. All pioneer tools, axes, picks, shovels, and spades were overhauled. The metal was wire brushed and painted with black paint. The helves were treated with carbolineum, either by painting or by sprinkling, to guard against the white ants. One hundred and thirty defective tools were culled out and condemned. All pioneer tools now in the depot are sound. Some of the handles had been treated previously with carbolineum, and no ants were found in wood so treated. Carbolineum is a good preventive against the entrance 'of white ants, though it has failed to keep them permanently out of wood to which they have already had entrance. Equipment "A," which is an emergency engineer equipment for an oversea expedition of about 5,000 men, was overhauled and readjusted somewhat. All packages were re-marked with linen shipping tags, the tags themselves being secured to the boxes with zinc strips tacked around the margin of the tag. Ten carpenter sets of equipment "A" have been compacted into smaller boxes by cutting the chests down about one-third in .size. The sets are now of a size which will allow of pack transportation. The list of tools was not curtailed in this reduction. When equipment "A" was first assembled, quartermaster stores were obtained in cases where necessary engineer material was not on hand. These quartermaster stores are mixed with engineer stores and have largely lost their identity. During the year some of this borrowed material was replaced with engineer material, and requisitions have been submitted to obtain engineer supplies to cover remaining quar- termaster articles. In time of war the double set of papers necessary to account for this equipment, together with the loss of identity of specific articles, would cause confusion in checking and accounting. Five hundred and sixty reels of barbed wire have been stored here for about eight years. The reels were made of i-inch Oregon pine. These reels have weakened by dry rot so as to present difficulties in unwinding the wire. New strong reels have been built and the wire wound upon them; this task is now half completed. A new engineer tool wagon was built. The design was the same as that executed by Capt. Lytle Brown, Corps of Engineers, the plans and specifications of which were submitted to the Engineer Equip- ment Board in March, 1909. The wagon went through the division maneuvers, and proved very satisfactory in strength, 'mobility, and adaptability. The wagon is a traveling locked tool box, which goes where any wheeled transportation of the army may go. It permits the rapid issue or receipt of any or all of its contents and facilitates checking. The purposes of this special type of transportation are: 1. To enable the Engineer Department to deliver its pioneer tools at the front of an army in.campaign. 2. To obtain the maximum effect of those tools by the instant issue of any of them. 3. Through facility in checking to guard against losses of tools, which may be difficult or impossible to replace in campaign. The depot executed considerable repair and new work in carpentry and blacksmithing, particularly with reference to supply and main- tenance of material for the survey of Luzon. APPENDIX 5.-ENGINEER DEPOT, MANILA, P. I. 1081 Stored material, not subject to frequent use or overhauling, in this climate has many enemies. With the material in its present sound condition, a detail of about ten men will be needed constantly to over- haul and inspect it. The cost of this detail is a reasonable premium to pay for the guaranty that these stores, when needed suddenly, will be serviceable. All troops are supplied with their quota of engineer material, except that the issue of transits and levels is not yet complete. All the department headquarters and most of the large posts in the islands are now supplied with transits and levels. This depot executes a great deal of repair work on instruments by reason of possessing the only instrument repairer in the Philippine Islands. All damages not involving capital operations are repaired here. The money saving of these repairs is considerable, but the saving in time over the shipping of such instruments to the United States is greater still. RIVERS AND HARBORS, ETC. APPENDIX A. IMPROVEMENT OF RIVERS AND HARBORS IN THE PORTLAND, MAINE, DISTRICT. REPORT OF LIEUT. COL. GEO. A, ZINN, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. IMPROVEMENTS. 1. St. Croix River, Maine. 13. East Boothbay Harbor, Maine. 2. Lubec channel, Maine. 14. Sasanoa River, Maine. 3. Breakwater from Mount Desert to 15. Kennebec River, Maine. Porcupine Island, Bar Harbor, 16. Portland Harbor, Maine. Maine. 17. Saco River, Maine. 4. Harbor at Sullivan Falls, Maine. 18. Cape Porpoise Harbor, Maine. 5. Union River, Maine. 19. Harbor at Isles of Shoals, Maine 6. Bagaduce River, Maine. and New Hampshire. 7. Penobscot River, Maine. 20. Pepperells Cove, Maine. 8. Stockton Harbor, Maine. 21. Cocheco River, New Hampshire. 9. Camden Harbor, Maine. 22. Removing sunken vessels or craft 10. Rockport Harbor, Maine. obstructing or endangering navi- 11. Harbor at Rockland, Maine. gation. 12. Matinicus Harbor, Maine. UINITED STATES ENGINEER OFFICE, Portland,Me., July 15, 1910. SIR: I have the honor to transmit herewith annual report for the fiscal year 1910 for river and harbor works in my charge. Very respectfully, your obedient servant, GEO. A. ZINN, Lieut. Col., Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. 1083 1084 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A I. IMPROVEMENT OF SAINT CROIX RIVER, MAINE. There was no work during the year. APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 262, H. Doc. 421, 57th Cong., 2d sess.) ------------------------------------------------------ $5, 000 June 25, 1910----------------------- - ---------------------------- 75, 000 80, 000 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal------ ----- ------------------------- ------------ 70, 000 Lumber ----------------- ---------------------------- 100, 000 General merchandise--------------------------------------- 30, 000 TotaL--.------------------ ----------------------- 200, 000 , A2. IMPROVEMENT OF LUBEC CHANNEL, MAINE. The project has been completed, and there was no work during the year. APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 260, H. Doc. 421, 57th Cong., 2d sess.) --------------------------------------- $319, 000 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Canned goods -------------------------------------------------- 17, 000 Coal ------------------------------------------------------------ 4, 000 Fertilizer -------------- ------------- --------------------- 1, 100 Fish ---------------------------------- 15, 000 Grain, flour, hay, and straw --------------------------------------- , 900 General merchandise----------------------------- ---------------- 200 Lime and cement 800 1---------------------- Lumber -------------- ------------------------------------ 300 Machinery and iron ------------------------------------------- 500 Molasses and sugar__------------------------ 300 Oil--- ___-------------------- 3, 501) Provisions----------------- -------------------------------- 2, 700 Salt... ------------------------------------------------------ 2, 200 Tin ---- ------------------------------------------------ 7, 500 Wood ------------------------------------------------------------- 200 Total-------------------- ----------- 58, 200 APPENDIX A---REPORT OF LIEUT. COL. ZINN. 1085 Arrivals and departures during calendar year ending December 31, 1909. Steamers, coastwise, average draft 15 feet, tonnage unknown.----------- 340 Sailing vessels, coastwise, average draft 9 feet, tonnage unknown ---- 2, 250 Number of passengers landing and departing by water---------------- 7,200 Number of vessels built during the year------------------------------- 2 Number of transportation lines abandoned -------------------------- 1 A 3. BREAKWATER FROM MOUNT DESERT TO PORCUPINE ISLAND, BAR HARBOR, MAINE. There was no work during the year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June ,30, 1912, for works of improvement------------------------------------.. a $30, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. August 11, 1888 $50, 000. 00 ..---------- March 3, 1899------------ 20,000.00 September 19, 1890 ....- 50, 000.00 March 2, 1907------------ 30,000. 00 July 13, 1892-------------50,000.00 June 25, 1910 ------------ 25,000.00 June 23, 1894 (claim)-- 6, 391. 12 August 18, 1894---------- 10,000.00 251, 391.12 June 3, 1896-------------10,000. 00 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Apples ------------------------------------------------------------- 70 Beef -------------------------------------------------------------- 800 Bricks, cement, and lime-------------------------------------------4, 500 Canned goods------------------------------------------------------- 75 Coal ------------ ------------------------------------- 10, 000 Fertilizer ---------- -------------------------------------- 500 General merchandise --------------------------------------- 25,069 Grain, flour, hay, and straw----------------------------------- , 600 Lumber -------------------------------------------------- 4, 500 Machinery and iron---------------------------- -------------- 1, 700 Molasses and sugar-------------------------------------------- 250 Oil -------------------------------------------------------- 325 Paper ------------------------------------------------------ 100 Provisions ----------------------------------------------- 4, 400 Sand and stone--------------------------------------------- 5, 000 Wood------------------------------------------------------ 5,000 Total ------- ------ ------------------------- -- 68, 889 Arrivals and departures during calendaryear ending December 31, 1909. ... Number of passengers arriving and departing by water------------- 107, 521 a Exclusive of the balance unexpended July 1, 1910. 1086 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A 4. IMPROVEMENT OF HARBOR AT SULLIVAN FALLS, MAINE. There were no operations during the year and no expenditures. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement-------------------------------------a $5, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. March 3, 1871 June 13, 1902--------------- $--------------10,000 $5, 000 June 10, 1872_ ---------- - 25, 000 June 3, 1896 ----------------- 5, 000 Total ---------------- 50, 000 March 3, 1899--------------5, 000 NOTE.--$129.36 carried to surplus fund. COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal ------------------------------- ------------------------------ 500 Stone ---------------------------------------------------------- 60, 000 Total ----------------------------------------------------- 60, 500 Arrivals and departures during calendar year ending December 31, 1909. Steamers, coastwise, average draft 13 feet, tonnage unknown------------- 4 ... Sailing vessels, coastwise, average draft 13 feet, tonnage unknown--------- 98 A 5. IMPROVEMENT OF UNION RIVER, MAINE. Operations during the year have consisted in dredging in restora- tion of channels, under contract. The channel at the mouth of the river was redredged to the depth of 6 feet at mean low tide, 18,575 cubic yards of material being removed. At Ellsworth 17,650 cubic yards of material were taken out, nearly completing the work at that point. At Ellsworth the channel is 4 feet deep at mean low tide. The contract will probably be completed in about thirty days. A few large bowlders have been uncovered, arrangements for removal of which will be made later. a Exclusive of the balance unexpended July 1, 1910. APPENDIX A--REPORT OF LIEUT. COL. ZINN. 1087 APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 262, H. Doc. 421, 57th Cong., 2d sess.) ------------------------------ ----------- $175, 000 Allotment April 22, 1909, act March 3, 1909, for preservation and main- tenance of river and harbor works--------------------------- 15, 950 Total ------------ -------------------------------- 190, 950 CONTRACT IN FORCE. Philip H. Doyen, of South Portland, Me. Dredging about 13,500 cubic yards at 17.5 cents; about 46,500 cubic yards at 24.5 cents. Approved July 10, 1909; to be commenced by August 14, 1909, and to be com- pleted by December 31, 1909. (Waived.) COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal ----------------------------------------------------------- 2, 800 General merchandise_-------------------------------------------------10 Lumber and cooperage ----------------------------- -------------- 6, 225 Potatoes ----------------------------------- 10 Oil ------------------------------------------------------- 14 Wood ------------------------------------------------------------- 527 Total ---------------------------------- 9, 630 Arrivals and departures during calendar year ending December 31, 1909. Steamers, average draft 9 feet, tonnage unknown ..... . ____ 10 Sailing vessels, draft 9 feet, tonnage unknown_______ ________ 75 Number of passengers arriving and departing by water .....- 4, 800 One new vessel of 50 gross tons launched. A 6. IMPROVEMENT OF BAGADUCE RIVER, MAINE. There were no operations during the year and no expenditures. APPROPRIATIONS. August 11, 1888__--_.-- - $3, 000 March 3, 1899___----------- $3, 000 September 19, 1890---------- 4, 000 June 13, 1902__---___----- _ 3, 000 July 13, 1892 _..._______---- 5, 000 August 18, 1894------------- 5, 000 Total------------------ _28,000 June 3, 1896 -------------- 5, 000 a Exclusive of the balance unexpended July 1, 1910. 1088 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Apples ----------------------------------------------- 20 Beef and cattle--------------------------------------------3,100 Bricks, clay, lime, and cement --------------------------------- 18, 450 Canned goods---- ------ ------------------------------------ 250 Coal ------------------------------------------------- ----- 3, 600 Cotton and cotton goods ------ ---------------------------------- 800 Fertilizer------------------------------ ------------------ 250 Fish ---------------- --------------------------------------- 650 General merchandise ---------------------------------------- 28, 520 Grain, flour, hay, and straw---------------------------------- 19, 300 Lumber and cooperage -------------------------------------- 28, 950 Machinery and iron ------------------------------------------5,110 Molasses and sugar -------------------------------- 300 Oil ----- ---------------------- 800 Provisions --------------------- --------------------------- 4, 700 Sand and stone ---------------------------------------------- 525 Wood -- ------------------------- -------------------------- 6, 000 Total__----- ----------------------------------- 121, 325 Arrivals and departures during calendar year ending December 31, 1909. Steamers, coastwise, average draft 6J feet, tonnage unknown --------- 3, 000 Sailing vessels, coastwise, average draft 6J feet, tonnage unknown- -. 1, 800 Number of passengers arriving and departing by water-------------- 30. 000 The foregoing statement includes the business done at Castine, at the mouth of the river. A 7. IMPROVEMENT OF PENOBSCOT RIVER, MAINE. Operations during the year consisted in widening the channel at Bangor under contract with Eastern Dredging Company, which covers the entire project. The work involves the removal of about 9,000 cubic yards of ledge and about 15,000 cubic yards of other mate- rial, consisting of gravel, bowlders, etc., all meashred in place. The average cutting is about 2 feet, and the area is about 1,800 feet long, with an average width of 190 feet. Except when suspended for the winter, work was in progress throughout the year. A considerable area was worked over and about 4,000 cubic yards, scow measurement, of loosened material removed, but as no considerable area has yet been completed to full depth the progress can not be stated in definite figures. About 21 per cent of the entire area has been worked over. The contractor in June, 1910, added a drill boat and dredge to the working plant with a view to securing better progress. APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 261, H. Doc. 421, 57th Cong., 2d sess.) ----------------------------------------- $376, 300 March 2, 1907 -----. ------------- ------------------------ 130, 000 Total----- ---------------- - 506, 300 APPENDIX A--REPORT OF LIEUT. COL. ZINN. 1089 CONTRACT IN FORCE. Eastern Dredging Company. Excavating about 9,000 cubic yards of ledge and about 15,000 cubic yards of other material, measured in place. Lump price, $124,900. Approved September 5, 1908, work to be commenced by October 11, 1908, and completed by October 10, 1911. Supplemental agreement, dated September 9, 1909, approved September 17, 1909, covering removal of about 200 cubic yards 'additional material, place measurement, at $12 per cubic yard for ledge and $2 per cubic yard for other material, relative quantities to be determined when work is done. COMMERCIAL STATISTICS. Receipts and shipments. Short tons,. Bricks and clay--------------------------------------------------1, 079 Cement and lime --------------------------------------------------.. ... 8, 587 Coal---------------------------------------------------------- 281, 191 Fertilizer-------------------------------------- ----------------- 10, 098 Fish ----------------------------------------------------- 1, 186 General merchandise ...---------------------------------------- .. 35, 476 Grain .... --------- ----------------------------------------- 4, 240 Ice --- ---------------- ------------------------------- 37, 000 Iron and steel---------------------------------------------- 858 Lumber and cooperage-------- --------------------------- 241, 600 Oil------------------------------------------ ------------ 7, 650 Paper------------- -------------------------- 213 Salt------ ---- ------------------------------------------ 5, 522 Sand and stone--------------- ---------------------------------- 15, 665 Wood----------------------------------------- -------------- ---- 132 Total-------------------- ------------------------------- 650, 497 Arrivals and departures during calendar year ending December 31, 1909. Steamers: Draft and tonnage unknown---------__-------------_-_. ......... 1, 130 Average draft 13 feet, tonnage unknown----------_-__-_ -_ 1, 960 Sailing vessels: Draft and tonnage unknown ...... _ 1, 182 Average draft 13 feet, tonnage unknown_____---_-_-----_____ 175 Number of new lines of transportation established-... .. 1 Number of passengers arriving and departing by water-.--... -... 80,000 A 8. IMPROVEMENT OF HARBOR AT STOCKTON, MAINE. There were no operations and no expenditures. APPROPRIATIONS. June 25, 1910--------------------------------------- $38, 000 56932°-ENG 1910----69 1090 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Box shooks_ ------------------------------------------------ 5, 265 Brimstone -------- --- 5, 377 Coal ----------- ---------..-.....-------- .... _._ -... 174, 264 Fertilizer ----------------------------------------- --... 28, 533 General merchandise_ 2, 609 Hay and straw -----.----------------------...-------------- 66 Lime and cement -- _ - - - - ---------- 3, 016 Lumber- ------------------- ------- --------------------- 41,111 Machinery and iron ----------- --------------------------- 16, 149 Oil -- - - ---- ----- 75 7-------------------- Paper ----------------- ------- --- ----- -- 25, 033 Provisions ----------------------- --- --- --------- 644 Sand and stone-------------------------------------------- 729 Spool wood--------------------------------------------------. 10,981 Wood ----------------------------------------------------------- 774 Total------------------------------------------------------- 314, 626 Arrivals and departures during calendar year ending December 81, 1909. Steamers, average draft 20 feet, tonnage unknown---------------------- 17 Sailing vessels, average draft 20 feet, tonnage unknown 235 ---------------- Number of passengers landing and departing by water-------------- 1,185 A g. IMPROVEMENT OF HARBOR AT CAMDEN, MAINE. There were no operations and no expenditures. APPROPRIATIONS. Appropriations to December 31, 1.902 (see p. 259, H. Doc. 421, 57th Cong., 2d sess.) .........-----------------. ----------. $82, 400 June 25, 1910-- ----- -------------------------------------------- 20, 000 102, 406 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Apples ------------------------- ----------------------- --------------- 150 Beef -------------------------------------------------------- ------ 450 Bricks, clay, lime, and cement---------------- -------------------- 375, 450 Coal ---- ----- ------- --- ----------------------- 12, 200 Grain, flour, hay, and straw ........ - ------ 3, 903 General merchandise_._ --- _._-. ------- 8, 186 Lumber ---------- ------------ --------- --- 8, 575 Machinery and iron .------------. _-... -.. ___ -___ 1, 370 Molasses and sugar ...--. -.--....-...........-- 1, 825 O1 ------------------------------------------------------ 180 Provisions ....--- .-------- .- 150 Salt --------------- ---------------------------------------------- 500 Sand ---------- ---- --- ----- - --------------------------------- 600 Wood-----------.-----... . .-------- ---------.. 1, 750 ---------------------------------------- Total-__ - - 415, 289 APPENDIX A--REPORT OF LIEUT. COL. ZINN. 1091 Arrivals and departures during calendar year ending December 31, 1909. Steamers, coastwise, average draft 15 feet, tonnage unknown .---------- 450 Sailing vessels, coastwise, average draft 15 feet, tonnage unknown__ .. 400 Number of vessels built during the year___------------------------------ 2 Number of passengers arriving and departing by water_ ____--....-. 58, 000 A Io. IMPROVEMENT OF HARBOR AT ROCKPORT, MAINE. There were no operations and no expenditures. No commercial statistics were secured. APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 26 2 , H. Doc. 421, 57th Cong., 2d sess.) ----- --- ----------------------------- $15, 000 June 25, 1910-------------- -...- ..--------------------- 32, 000 47, 000 A ii. IMPROVEMENT OF HARBOR AT ROCKLAND, MAINE. There were no operations during the year, and no expenditures. 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. APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 262, H. Doec. 421, 57th Cong., 2d sess.) ----------------- .------------------------ $925,500 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal_ --------------------------------------- ---------------- 147, 000 Coope'rage ------------------------------------------ 6,6--500 Fish 3, 700 ----------------------- Gener merchandise---- -al ----------------------------------- 314, 762 Lime - -- ---------- - ----- 313, 333 Lumb)er-------- 5, 000 Oil__ 2, 500 Salt ----------------------- 2, 000 Stone ----------------------- 24, 000 Wood 10, 000 Total--------------- 828, 795 Arrivals and departures during calendar year ending December 31, 1909. Steamers, draft from 6 to 20 feet, tonnage unknown__---------- - 12, 422 Sailing vessels, draft from 6 to 20 feet, tonnage unknown_________-- 2, 522 Number of passengers arriving and departing by water--__ __- 133, 714 1092 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A I2. IMPROVEMENT OF HARBOR AT MATINICUS, MAINE. There were no operations and no expenditures. APPROPRIATIONS. August 30, 1852 (survey) _-___ $1,000 June 25, 1910 ---------------------------------------------------- 13, 000 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal ------------- ------------- --------.. _-----.----- 200 Fish_--------------------------.... . - ---- 1, 181 General merchandise ........ .. 61 Grain, flour, hay, and straw.............. 83 Lumber ------------------------------ . - --------- 375 Oil------------ --------- .... .. .. ....... ......... 95 Provisions- 43 Salt---------_ _ _ _ _... -- ------- 250 Wood 187 Total --------------------------- 2, 475 Arrivals and departures during calendaryear ending December 31, 1909. Steamers, average draft 9 feet, tonnage unknown---.--------------------- 260 Sailing vessels, average draft 9 feet, tonnage unknown ------------------- 30 Number of passengers arriving and departing by water __ -________--- 3, 500 A 13. IMPROVEMENT OF HARBOR AT EAST BOOTHBAY, MAINE. There were no operations and no expenditures. APPROPRIATIONS. June 25, 1910---------------------------------------------- $6,500 COMMERCIAL STATISTICS. Receipts and shipments. rt tons. Shof Apples ..- ..-----.----- 10 Beef ------------------------------ -----------.. 75 Bricks, clay, lime, and cement- 245 Coal - --- 1, 000 General merchandise . 2, 855 -------------- - - Grain, flour, hay, and straw --------------- -- 305 Lumber --------------------------- - 1, 000 Machinery and iron-------------------- - 350 Provisions ------------------------------------ 125 Wood ----------------------------------------- 600 Total----------------- ---------------------------------- -- - 6, 565 APPENDIX A--REPORT OF LIEUT. COL. ZINN. 1093 Arrivals and departures during calendar year ending December 31, 1909. Steamers, coastwise, average draft 8 feet, tonnage unknown ---------- 1, 000 Sailing vessels, coastwise, average draft 8 feet, tonnage unknown-------- 100 Number of vessels built during the year, including motor boats ---------- 58 Number of passengers arriving and departing by water--------------- 9, 000 A I4. IMPROVEMENT OF SASANOA RIVER, MAINE. There was no work during the year beyond an inspection of the improvement and office work. The project is completed. APPROPRIATIONS. Appropriations to December 31, 1902 (see p. 262, H. Doc. 421, 57th Cong., 2d sess.)--------------------------- $64, 500 March 2, 1907 --------------------------------- 44, 000 Total----------------- ------ --------------------- 108, 500 NOTE.--Of this amount, $7,012.31 was covered into the surplus fund. COMMERCIAL STATISTICS. The following data has been supplied by the Eastern Steamship Company, which uses the Sasanoa River as a regular thoroughfare: Number of passengers carried during the year 1909-------------__ 65, 196 Total freight consisting of general merchandise --------- short tons__ 7, 704 Number of steamers operated___________-------------------- 5 Average draft ---- _--.----- --------------- ----- feet. 7J There is no way of arriving at the number of pleasure and other craft using the Sasanoa River during the year, there being no place of observation or record. A 15. IMPROVEMENT OF KENNEBEC RIVER, MAINE. Expenditures during the fiscal year amounted to $101,319.66, all for new work. Operations were in progress under two contracts with Eastern Dredging Company, one for dredging channels through the shoals and the other for rock excavation at Lovejoys Narrows. Under the dredging contract 192,608 cubic yards of material were removed as follows: 16,921 cubic yards, at 311 cents per cubic yard; 133,112 cubic yards, at 414 cents; 42 cubic yards, at 90 cents; and 42,533 cubic yards, at 44. cents. One bowlder, weighing about 7 tons, was removed under the same contract. About 81 per cent of the dredging is now completed. Under the contract for rock excavation at Lovejoys Narrows 982 cubic yards, place measurement, were removed during the year, at a contract price of $19.30 per cubic yard. Of the material secured from the excavation 1,936 cubic yards, scow measurement, was placed 1094 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in the jetty at Upper Sands bar, in repair of that work, at a cost of 35 cents per cubic yard. About 33 per cent of the area at Lovejoys Narrows has been excavated to grade. More work has been done, but it can not yet be measured. The entire area has been drilled and blasted. APPROPRIATIONS. Appropriations to include June 3, 1896 (see p. 260, H. Doc. No. 421, 57th Cong., 2d sess.) --- ---------------------------- $511, 445.71 June 13, 1902 ------------------------------------------- 40, 000. 00 June 30, 1906 15, 000. 00 March 2, 1907_ 75, 000. 00 March 4, 1907 26, 000. 00 May 27, 1908--------------- 86, 500. 00 March 4, 1909- -70, 000. 00 June 25, 1910--------------------------- 43, 500. 00 867, 445. 71 NOTE.--$2,034.68 carried to surplus fund. CONTRACTS IN FORCE. Eastern Dredging Company. Dredging about 396,000 cubic yards of material from the mouth to Gardiner. Prices: Group No. 1, 351 cents per cubic yard, scow measurement. Group No. 2, 411 cents per cubic yard, scow measurement. Group No. 3, 411 cents per cubic yard, scow measurement. Group No. 4, 90 cents per cubic yard, scow measurement. Group No. 5, 441 cents per cubic yard, scow measurement. Removing bowlders (except in group No. 4), exceeding 5 tons each in weight, $8 per ton. Approved October 24, 1907; to be commenced by November 27, 1907, and com- pleted by October 28, 1910. Eastern Dredging Company. For excavating about 2,994 cubic yards of ledge at Lovejoys Narrows. Price, $19.30 per cubic yard, place measurement. Approved June 9, 1909; to be commenced by July 10, 1909, and completed by July 9, 1911. Supplemental contract with Eastern Dredging Company, dated March 22, 1910, approved March 29, 1910, provides for placing a portion of the loose rock secured from Lovejoys Narrows, in repair of the jetty at Upper Sands bar, at an additional price of 35 cents per cubic yard, scow measurement. COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Bricks and clay--------------------------------------------- 202 Cement and lime- ------------------------------------------ 895 Coal ------------------------------------------------------ 117, 376 Feldspar ------------------------------------------------- 3, 000 Fertilizer ------- ------------------------------ ------ 5, 645 General merchandise ------------------------ ---------- -- 24, 638 Ice --------------------------------------------------------- 233, 167 Iron and steel-------------- ------------------------------- 1, 175 Lumber------- ----------------------------------------------- 29, 731 Pulp wood------------------------------------ 40, 880 Sand and stone ------------- ----------------------------------- 2, 928 Total --------------------------------------------- 459, 637 APPENDIX A---REPORT OF LIEUT. COL. ZINN. 1095 Arrivals and departures during calendar year ending December 31, 1909. Steamers, coastwise, average draft 151 feet, tonnage unknown 10 -------- Sailing vessels, coastwise, average draft 151 feet, tonnage unknown- 411 Number of passengers arriving and departing by water------------- 158, 213 A i6. IMPROVEMENT OF PORTLAND HARBOR, MAINE. There were no operations beyond observation and supervision. The project is completed. APPROPRIATIONS. Appropriated to include August 18, 1894, including appropriations for Back Cove (see pp. 259 and 261, H. Doc. 421, 57th Cong., 2d sess.) ----- --------------------------------------- $692, 727. 05 June 3, 1896--------------------------------------------- 20, 000. 00 June 4, 1897__ ------------------------------------------- 350, 000. 00 July 1, 1898 ------------------------------------------- 200, 000. 00 March 3, 1901 ------------------------------------------- 21, 000. 00 March 3, 1905------------------------------------------ 100, 000. 00 June 30, 1906--- ---------------------------------------- 80, 000. 00 March 4, 1907 _________________-_________ ___ 59, 000. 00 Receipts from sales ----------------------------------------- 9. 44 Total---. -- 1, 522, 736. 49 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Apples ------------------------------------------------------ 9, 449 Canned goods-------------------- ------------------------------- 20, 660 Cattle on hoof and beef__-----_______-- -_____ ______ -___- 4, 409 Cement, lime, brick, and clay __--_____-____ ______ ____ __ 49, 149 China clay-------------------- ------------ --------------- 36, 228 Coal----------- ---------- ------------------------------ 1, 632, 882 Cotton-------------------------------- -------- ------ -------- .14, 291 Fish -------------------- --------- ------------------------ 29, 302 General merchandise-------- ------------------------------- 425, 162 Grain, flour, and hay -------------------------------------- 255, 425 Ice - ---------- ----------------------------- 5, 890 Leather and hides__------------------------------------------ 4, 802 Lumber and cooperage------------------ -------------------- 89, 744 Machinery and iron ----------------------------------------- 7,168 Molasses and sugar-- --------------------------------------- 24, 563 Oil and oil cakes---------------- -------------------------- 45, 773 Paper and rags ---------------------------------- 46, 676 Provisions ----------------------------------------------- 87, 893 Pulp wood--------- --------------------------------------- 88, 379 Salt ----------------- ------------------------------------ 12, 780 Sand and stone ----------------------------------------- -10, 297 Sulphur -------------------------------------------------- 42, 889 Wood ----------------------------------------------------- 2, 200 Total--------------------------------------- 2, 956, 011 1096 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Arrivals and departures during calendar year ending December 31, 1909. Steamers: Foreign, draft 25 to 29 feet, tonnage unknown ----------------- 526 Coastwise, 12 to 18 feet draft, tonnage unknown -------------- 4, 663 Coastwise, 6 to 9 feet draft, tonnage unknown---------------- 208 Coastwise, draft and tonnage unknown----------------------- 9, 160 Sailing vessels: Foreign, 18 to 22 feet draft, tonnage unknown------------------ 272 Coastwise, 15 to 19 feet draft, tonnage unknown --------------- 260 Coastwise, 6 to 13 feet draft, tonnage unknown---------------- 6, 154 Coastwise, draft and tonnage unknown------------------------ 424 Barges, 16 to 25 feet draft, tonnage unknown ----------------- 294 Number of passengers arriving and departing by water----------- 1, 689, 894 A 17. IMPROVEMENT OF SACO RIVER, MAINE. The only operations during the year consisted in a small amount of work in repairing beacons on the works at the mouth of the river. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------------------------ a $25, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. 1824 (not mentioned in appro- August 11, 1888------------- $10, 000 priation acts)-------------_ $5, 000 September 19, 1890---------- 65, 000 Appropriated 1827-1872 (see July 13, 1892----------------25, 000 p. 262, H. Doc. 421, 57th August 18, 1894------------- 10, 000 Cong., 2d sess.)------------169, 275 June 3, 1896----------------- 10, 000 July 5, 1884---------------- 15, 000 March 3, 1899--------------- 5, 000 August 5, 1886--------------12, 500 June 25, 1910---------------30, 000 August 5, 1886--------------- 12, 500 August 11, 1888-------------12, 500 381, 775 NoTE.-In 1867, $3.25 was carried to surplus fund. COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal----------------------------------------------------------- 49, 875 Iron pipe---------------------------------------------------------- 690 Gravel------ ----------------------------------------------- 180 Total --------------------- --------------- 50, 745 Arrivals and departures during calendar year ending December 31, 1909. Sailing vessels, coastwise, average draft 12 feet, tonnage unknown 72 ------ Number of passengers arriving and departing by water-------------- 7, 000 A I8. IMPROVEMENT OF HARBOR AT CAPE PORPOISE, MAINE. There were no operations beyond office work. The project is com- pleted. a Exclusive of the balance unexpended July 1, 1910. APPENDIX A---REPORT OF LIEUT. COL. ZINN. 1097 APPROPRIATIONS. March 3, 1899--------------..-- -------------------------- $70, 000 June 6, 1900 .... ---------------------------------------------- 10, 000 March 2, 1907---------------------------------------------------46, 000 Total------------ ------------------ -------- 126, 000 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. Coal ......--------- ------------------- ---------------------- 20, 000 Lumber--- --------------- ------------------------------ 00 Total--------------------------------------------- 20, 600 A Ig. IMPROVEMENT OF HARBOR AT ISLES OF SHOALS, MAINE AND NEW HAMPSHIRE. Thre were no operations during the year, and no expenditures. APPROPRIATIONS. March 3, 1821 ---------------- ------------------- -------- $2, 500 May 7, 1822 ----------- -------------------------- ---------- 11, 500 June 13, 1902---- ------------------- ---- 30, 000 June 25, 1910----------------------------------- 40, 000 84, 000 NOTE.-Amount carried to surplus fund, $2,546.79. COMMERCIAL STATISTICS. It has been impracticable to obtain definite commercial statistics. Parties in interest state that the receipts and shipments are practically the same as last year, about 2,200 short tons. It is reported that there are from 15 to 25 large fishing vessels in the harbor every night. The value of the improvement is as a refuge for vessels. A 20. IMPROVEMENT OF PEPPERELLS COVE, MAINE. There were no operations, and no expenditures. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------------------------ a $35, 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATION. June 25, 1910__ . --.. ...... . ------------- - $60, 000 a Exclusive of the balance unexpended July 1, 1910. 1098 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. There is no commerce belonging to Pepperells Cove. The commerce of Ports- mouth Harbor, of which the cove may be regarded as an adjunct, for the calen- dar year 1908 was 527,000 short tons, of which 429,000 tons were coal and 62,500 tons brick. A 21. IMPROVEMENT OF COCHECO RIVER, NEW HAMPSHIRE. There were no operations during the year, and no expenditures. APPROPRIATIONS. Appropriated to include August 11, 183S (see p. 2S6, H. Doc. 421, 57th Cong., 2d sess.) -------------------- $170, 060 September 19, 1890-------- ------------------------------------- 25, 000 July 13, 1892------------------- 15, 000 August 18, 1894-------------------------------------------------- 15, 000 June 3, 1896---------------------------------------------------- 15, 000 March 3, 1899 --------------------- -20, 000 June 13, 1902------------------------ ---------------------- 30, 000 March 3, 1905------------------------------ -------------------- 21, 711 Total-------------- ------------------------------------ 311, 771 COMMERCIAL STATISTICS. Receipts and shipments. Short tons. ,Coal --------------------------------------------------------- 12, 500 Brick --------------- ---- ---------- ------------- 3, 715 Total 215 1------------------------ A 22. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. The schooner Annie L. Henderson was a wooden vessel 140 feet long, 32.9 feet wide, and 12.6 feet deep, built at Camden, Me. in 1880. September 1, 1906, when nearly discharged of a cargo of coal at Bangor, Me., the vessel caught fire and finally sank in about 15 feet of water.at mean low tide and burned to the water's edge. Being an obstruction to navigation, an allotment of $1,500 for removal of the wreck was made August 7, 1908. A contract was made and the removal of the wreck was completed November 20, 1909. The total cost was $1,030.06. CONTRACT IN FORCE. James F. Spellman & Sons, of Bangor, Me. For removing wreck of schooner Annie L. Henderson. Price, $937.50. Approved November 16, 1908; to be completed by July 26, 1909. Contract completed. APPENDIX B. IMPROVEMENT OF RIVERS AND HARBORS IN THE BOSTON, MASSA- CHUSETTS, DISTRICT. REPORT OF COL. FREDERIC V. ABBOT, CORPS OF ENGINEERS, OFFI- CER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1910. IMPROVEMENTS. 1. Harbor at Newburyport, Massachu- 10. Dorchester Bay and Neponset setts. River, Massachusetts. 2. Merrimac River, Massachusetts. 11. Weymouth River, Massachusetts. 3. Essex River, Massachusetts. 12. Harbor at Hingham, Massachusetts. 4. Harbor of refuge at Sandy Bay, 13. Harbors at Plymouth and Prov- Cape Ann, Massachusetts. incetown, Massachusetts. 5. Harbor at Gloucester, Massachu- 14. Harbor at Burlington, Vermont. setts. 15. Harbor at St. Albans, Vermont. 6. Harbor at Beverly, Massachusetts. 16. Harbor at Plattsburg, New York. 7. Harbor at Lynn, Massachusetts. 17. Narrows of Lake Champlain, New 8. Mystic and Malden rivers and Mys- York and Vermont. tic River below the mouth of 18. Removing sunken vessels or craft Island End River, Massachusetts. obstructing or endangering navi- 9. Harbor at Boston, Massachusetts. gation. UNITED STATES ENGINEER OFFICE, Boston, Mass., July 11, 1910. SIR: I have the honor to transmit herewith annual reports on works of river and harbor improvement in my charge for the fiscal year ending June 30, 1910. Very respectfully, your obedient servant, FREDERIC V. ABBOT, Colonel, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. B I. IMPROVEMENT OF HARBOR AT NEWBURYPORT, MASSACHUSETTS. The expenditures during the fiscal year ($1,010.02) were for clear- ing of debris a breach which had been made by action of the elements in the dike closing Plum Island Basin, to permit the passage of small boats into the basin, and for making a survey of the bar and entrance channel to the harbor. 1099' 1100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. June 14, 1880------------$50, 000. 00 June 3, 1896------------- $16,000.00 March 3, 1881------------ 40, 000.00 March 3, 1899------------ 25, 000. 00 August 2, 1882----------- 40, 000. 00 June 13, 1902------------ 30, 000. 00 July 5, 1884-------------- 40, 000.00 March 3, 1905 ------------ 30, 000.00 August 5, 1886----------- 37, 500. 00 June 25, 1910- ------ 50, 000. 00 August 11, 1888---------- 25, 000. 00 Damages recovered from September 19, 1890------- 25, 000. 00 failing contractor -----. 795. 31 July 13, 1892------------- 20, 000. 00 August 18, 1894---------- 20, 000.00 Total------------- 449, 295.31 COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Short tons. Shorttons. Short tons. Short tons. Coal................................................ 168, 049 206, 971 247, 802 208, 850 Molasses.... ........................................... 90 67 360 225 Petroleum products ......................................... 1,836 2,858 3,077 2,780 Lumber ................ ............... ............................ 174 Total..................................................... 169,975 209, 896 251,239 212, 029 Of this freight, 105,996 short tons coal, mostly in lighters, and 1,625 short tons petroleum products were reshipped to points on Merrimac and Powow rivers in 1909. B 2. IMPROVEMENT OF MERRIMAC RIVER, MASSACHUSETTS. The removal of bowlders in the improved channel below Rocks bridge, which was commenced just prior to the close of the last fiscal year, with plant hired under the contract with Nathaniel E. Gordon, was completed during the year, the plant being employed one hun- dred and four and one-eighth days, during which the removal of 255 cubic yards of bowlders was accomplished, at a cost of $5,708.43. In addition, the study of hydraulic conditions of the river was completed. APPROPRIATIONS. 1828-1896 ---------------------------------- ----- $255, 366. 72 March 3, 1899------------- ----------------------------------- 40, 000. 00 June 13, 1902 -------------------------- 40, 000. 00 March 3, 1905 ------------------------------------------------ 40, 000. 00 March 3, 1909 b------------------------------------------------ 10, 000. 00 June 25, 1910------------------------------------------------- 10, 000. 00 Sale of government property . 10 Total------------------------ ---------- 395, 366. 82 NOTE.-In 1835 $900 was carried to surplus fund. a For itemized statement, see House Document No. 421, Fifty-seventh Con- gress, second session, page 268. bAllotment March 30, 1909, from general act. APPENDIX B-REPORT OF COLONEL ABBOT. 1101 CONTRACT IN FORCE. Contractor: Nathaniel E. Gordon, of South Portland, Me. Date of contract: May 27, 1909. Date of commencement: Within fifteen days after signature. Date of completion: October 15, 1909. For hire of plant for removal of bowlders at $36.50 per day. COMMERCIAL STATISTICS. Above Newburyport. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Short tons. Short tons. Coal .......................................... 68,827 96,910 112,393 105,996 Stone................ ......................................... 5,000 .......................... Petroleum products................................................. 1,532 1,447 * 1,625 Total..... ................................... 73,827 98,442 113,840 107,621 A new freight steamer, 170 feet long, has recently been put into commission between Haverhill and New York City. Freight trafic, 1909. ArticAmount in Average haul or distance freight was Rate per Article. short tons. carried. ton-me. Cents. Coal.........---------------............-- . 105,996 16es ...................... Petroleum products...... .......... 1,625 B 3. IMPROVEMENT OF ESSEX RIVER, MASSACHUSETTS. Under the contract with the Bay State Dredging Company, 15,904 cubic yards of sand, mud, and peat, and 30,187 yards of bowlders were dredged in the removal of shoals in the improved channel be- tween July 1 and September 30, 1909, on which latter date the con- tract was satisfactorily completed. The channel was redredged to the width of 60 feet and depth of 4 feet at mean low water for a length of 3,300 feet below the highway bridge at Essex and for about 1,000 feet through the bar at the lower end of the river near Bull Island. At three other points, at difficult curves in the channel, it was deepened to 4 feet and of such widths as the money available would permit. 1102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. July 13, 1892 .---- ---- ----......... $5, 000 August 18, 1894---- .. - ---. -- 5, 000 June 3, 1896 5, 000 March 3, 1899 . .. .----- 10, 000 March 2, 1907 ... ....... - --- 5, 000 Total ..--------------------- ----------------------- 30, 000 Contributed by State of Massachusetts, 190 ........ -- 5, 000 35, 000 CONTRACT IN FORCE. Contractor: Bay State Dredging Company, of Boston, Mass. Date of contract: December 28, 1908. Date of approval: January 26, 1909. Date of commencement: May 1, 1909. Date of completion: September 30, 1909. To dredge 30,000 cubic yards, at 381 cents per cubic yard. COMMERCIAL STATISTICS. The principal industry of Essex, and the only one interested in the improve- ment of the river, is vessel building. About 30 fishing schooners are built an- nually on the river, each of about 125 tons register, at an approximate cost of $12,000. B 4. IMPROVEMENT OF HARBOR OF REFUGE AT SANDY BAY, CAPE ANN, MASSACHUSETTS. Under the contract with the Rockport Granite Company and Pigeon Hill Granite Company, the superstructure on the southern arm of the breakwater was contirued for a distance of 67.6 feet, extending in a northerly direction toward the junction with the western arm. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_____________________________----------------------------- a $100, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. GExclusive of the balance unexpended July 1, 1910. APPENDIX B--REPORT OF COLONEL ABBOT. 110O APPROPRIATIONS. July 5, 1884 ....... $100, 000 March 3, 1905_---------- $100, 000 August 5, 1886_ 100, 000 June 30, 1906_-__ - 100, 000 August 11, 1888__ 100, 000 March 2, 1907_____--- - - 100, 000 September 19, 1890 ........ 150, 000 May 27, 1908---__ __ -__ 25, 000 July 13, 1892_ 150, 000 March 4, 1909_------------ 75, 000 August 18, 1894 .____.. 150, 000 June 25, 1910_------------ 100, 000 June 3, 1896------------ 150, 000 Receipts from sales-------. 1 March 3, 1899 _-........... 250, 000 June 13, 1902----------- 200, 000 Total------------ 1, 850, 001 CONTRACTS IN FORCE. Contractors: Rockport Granite Company and Pigeon Hill Granite Company,. Rockport, Mass. For construction of about 400 feet of breakwater superstructure. Original Supplemental. contract. contract. Date ofcontract ........... . ... ....May 9,1908 June 11,1909 ... ......................... Date of approval.................................................... ....... May 19,1908 June 16,1909 Date of commencement ................................................. In 20 days. Immediately. Date for completion.................... ... ................ Oct. 31,1909 Oct. 31,1910 Prices per ton of 2,000 pounds: Capstones ........ ............................ .... $7.43 $7.43 Wall stones ...................... ................................... 6.88 5.79 Rubblestone Insuperstructure ............ ....................... . 1.98 1.98 Rubblestone in substructure and apron ................ .................. ....... ... 2.25 Total amount of contract (estimated) .................................. $180,000.00 Supplemental contract, with above-named contractors, dated March 30, 1909, approved April 27, 1909, for two concrete blocks at angle of superstructure of breakwater, 91 cubic yards at $14.50. B 5. IMPROVEMENT OF HARBOR AT GLOUCESTER, MASSACHUSETTS. No work was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ___---- ____ __- a $15, 000 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 Exclusive of the balance unexpended July 1, 1910. 1104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. 1823-1892 a-- ---- $86, 000 April 28, 1904 -------------- $100, 000 August 18, 1894__. 40, 000 March 3, 1905 -------------- 50, 000 June 3, 1896_ 34, 000 June 30, 1906 -------...... 17, 083 March 3, 1899 - 40, 000 June 25, 1910_ --- -------- 25, 000 June 13, 1902 ___________ 75, 000 March 3, 1903 60, 000 Total -------------- 527, 083 COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Short tons. Shorttons. Short tons. Short tons. Coal...... .............. ....................... 70,720 64,238 48,932 55,634 Lumber.... .... ......................................... 22,258 1,910 2,117 3,163 Brick....................... ................... ..... 403 500 800 1,000 Stone, sand, and gravel ......................... ....... 5,233 272 437 .. Oil. ................................................ 3,585 407 527 931 Iron ..................... ............................... 243 183 250 Salt.......... ............... :.......... ............. 51,172 44,250 32,702 33,817 Fish and fish products....................................... 107,784 96,839 96,771 95,018 Wood................. ............................ 7,215 4,462 3,512 2,925 Lime and cement....................... ...................... 6 Ice.............. ...... .. ....................................... 325 781 .......... 428 Fertilizer material................. ...................... 860 209 764 375 Tar................................................. 200 750 250 250 Fishhooks ................................................ 38................... Livers......... ................ ... ............ . ........ ....... .. .. 1,256 Miscellaneous ........................................... 25, 84, 18,715 22,012 23,368 Total ................................................ 295,888 233,516 209,074 218,165 Passengers carried ....................................... 80,000 80,000 80,000 82,000 B6. IMPROVEMENT OF HARBOR AT BEVERLY, MASSACHUSETTS. In the removal of four ledges which obstructed the width of the channel near Bar Beacon and at three other points 1,057.5 cubic yards of blasted material were dredged under the contract with Johnston & Virden, thus completing the project. APPROPRIATIONS. June 13, 1902__------------------------------------------------$10, 000. 00 March 2, 1907------------------------------------------------- 38, 500. 00 Damages from surety of failing contractor--------_-- ------------- 122. 24 Total ------------------------------------------------- 48, 622. 24 CONTRACT IN FORCE. Contractor: Johnston & Virden, Lewes, Del. Date of contract: October 14, 1908. Date of approval: October 26, 1908. Date of commencement: December 1, 1908. Date of completion: November 30, 1909. For rock excavation in Beverly Harbor, Mass., 581.5 cubic yards, at $1.1.47 per cubic yard. a Authority : House Document No. 421, Fifty-seventh Congress, second session, page 267. No record is found of the expenditure of $6,000 appropriation of March 3, 1823. APPENDIX B--REPORT OF COLONEL ABBOT. 1105 COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Short tons. Shorttons. Coal ................................................................. 100, 613 119, 016 137,256 143,141 Lumber ....................................................... 4,166 6,139 4,461 7,291 Oil.............. ................................... 32, 288 47,100 77,487 44,135 Sand.... ........................................... 1,295 1,747 1,165 688 Stone ....................... .................. ....... ........ 3,420 1,200... Iron......... ................................................ ................ 500 197 867 400 Asphaltum ...................................... .... ......... 800 792 498 Tar .......... .............................................. 1,015 500......... Piles ........................................................... 144 .................. Lime.... ............. ... ........ . ........................................................ 50 Miscellaneous ................................................................................... 205.......... Total..................... ................... 138,862 179,578 223,933 196,203 B 7. IMPROVEMENT OF HARBOR AT LYNN, MASSACHUSETTS. No work was done, and none required, in the maintenance of the improvement. APPROPRIATIONS. 1882-1896 a $128, 500 June 13, 1902------------------------------------------------------ 25, 000 March 3, 1905--- ------------------------------------------------- 40, 000 June 30, 1906-------------------------------------------------- 97, 937 June 25, 1910_ -------------------------------------------------- 60, 000 Total ---------------------------------------------------- 351, 437 COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Short tons. Shorttons. Coal.................................... ...................... 276,108 316,422 285,818 293,764 Lumber.... ......................................... 5,585 3,455 2,994 4,800 Sand............. ........................................... 10, 978 9, 000 6, 016 14, 601 Oil................................................................... 3,534 Leather, shoes, groceries, and general merchandise ............ 51,113 37,450 55, 000 46,030 Total..................... ................................ 343,784 366,327 353,362 359,195 Passengers carried between Lynn and Nahant ................. 143, 581 183, 450 189, 969 .......... NOTE.-The line of passenger steamers between Lynn and Nahant has been discontinued because of the establishment of an electric street car line. B 8. IMPROVEMENT OF MYSTIC AND MALDEN RIVERS AND MYSTIC RIVER BELOW THE MOUTH OF ISLAND END RIVER, MASSACHUSETTS. (A) MYSTIC RIVER. No work was done, and none required, upon the channel completed November 1, 1906, in the Mystic River above the Boston and Maine Railroad (western division), bridge. a For itemized statement, see House Document No. 421, Fifty-seventh Congress, second session, page 267. 0 56932 -ENG 1910- 70 1106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (B) MALDEN RIVER. The Eastern Dredging Company, between November 1, 1909, and January 27, 1910, dredged 21,331 cubic yards of sand and mud, com- pleting their contract of October 7, 1909, and restoring to the depth of 12 feet at mean high water sections of the channel as follows: For 700 feet above the bridge on Revere Beach parkway to a width of 100 feet; and for a further distance of 250 feet 75 feet wide and for 200 feet 50 feet wide, opposite the wharf of the Massachusetts Steel Casting Company. The upper section of the channel, at Sand Point, for a distance of 700 feet was dredged 100 feet wide and for a further distance of 200 feet 75 feet wide. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ------------------------- a $10, 000 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 MOUTH OF ISLAND END RIVER, MASSACHUSETTS. Under the contract of July 17, 1907, for the completion of the 25-foot channel below Chelsea bridge, in conjunction with dredging the 35-foot channel, Boston Harbor,- G. H. Breymann & Bros. dredged, in March and April, 1910, 24,942 cubic yards of mud, sand, and clay. APPROPRIATIONS. Mystic Mystic Malden River be- Act of- River (up- River. low mouth Total. per). of Island End River. August 2, 1882........................................ . ... $10,000. 00 ........... $10,000.00 July 13, 1892......... ...... .................... $5,000.00 5,000. 00 ............ 10,000.00 August 18, 1894........................ .... 5, 000. 00 5, 000. 00 ............ 10, 000. 00 June 3, 1896 ...... .................................. 5,000. 00 5,000.00 ...... 10,000.00 March 3, 1899.................. ......... ................ 2,500. 00 2,500. 00 .......... 5,000.00 Do ........................................................ $50,000. 00 50, 000. 00 June 6, 1900 (emergency act) a.............................. ...... 5,000. 00 .......... 5,000. 00 June 13, 1902. ...... ......................... ..... , 000. 00 5,000. 00 19, 000. 00 25, 000. 00 March 3, 1905............ ...... ... ....... 10, 494.88 12, 500. 00 27,005. 12 50,000.00 March 2, 1907 ....................................................... 20, 000. 00 40,000. 00 60. 000. 00 June 25, 1910.......................................... . ..................... 72,000.00 72,000.00 Total............................. 28,994. 88 70,000.00 208,005. 12 307,000.00 a Allotment of July 19, 1900. CONTRACTS IN FORCE. Contractor: G. H. Breymann & Bros., Toledo, Ohio. Date of contract: July 17, 1907. Date of approval: August 20, 1907. Date of commencement: October 1, 1907. Date of completion: December 31, 1911. a Exclusive of the balance unexpended July 1, 1910; to be allotted as the needs of the two rivers may subsequently require. APPENDIX B--REPORT OF COLONEL ABBOT. 1107 For dredging 120,000 cubic yards, more or less, at 22 cents per cubic yard, below Chelsea bridge, in conjunction with the dredging of 35-foot channel, Boston Harbor. Contractor: Eastern Dredging Company, Boston, Mass. Date of contract: October 7, 1909. Date of approval: October 22, 1909. Date of commencement: Within ten days from notification (October 26, 1909) of approval. Date of completion: Within three months from commencement (expires February 5, 1910). For dredging in Malden River in expenditure of $7,700. Price, 31.7 cents per cubic yard. COMMERCIAL STATISTICS. Mystic River above Western Division Bridge. Articles. 1906. 1907. 1908. 1909. Short tons. Shorttons. Short tons. Short tons. Coal............. ................................. 17,500 23,291 18,229 26,467 Stone.................................................. .... 500 .................... 800 Total....................... ................ 17,500 23,791 18,229 27,267 Malden River. Coal........................... ......................... 78,075 76,920 61,775 75,822 Sand...... .................................... .. 12,740 11,655 6, 447 11,682 Tar oil................................................. ................. 1,200 30,000 Total.............................. ... .......... 90,815 88,575 69,422 117,504 Mystic River. [Commerce using 25-foot channel below Island End River.] Coal................ .................. .......... 2.682,496 2,729,310 2,600,368 3,163,890 Lumber.......................... ........... 202,868 266,815 238,743 600, 759 Sand .................................................... 52,740 17,361 9,621 13,271 Stone..................................................... 38,808 1,540 80, 500 109, 042 Grain..................................... 70,456 87,241 52,730 67,120 Cotton..................................................... 77,145 74, 621 117,850 126,570 Iron........................................................ 16,002 180 15,995 3,940 Steel........................ ....................... 11,580 6,775 34 10,240 Oil.......................................................................... 2,500 4,046 10,689 45,049 Chemicals and minerals .................................. 962 2,698 935 2,608 Brimstone............. ......... ........................ 3,478 2,631 1,077 Coal tar and products..................................... 14,925 17,688 13,066 34,352 Logs............................................... 41,858 33,470 17,033 4,366 Cinder................................................................. 13,876 13,889 12,949 13,888 Wood-..................... ............................... 16,585 860 1,153 7,295 Fertilizers .......................... .................. 47,842 39,240 72,480 Pulp wood............................................. 21,246 4,470 11,456 17,220 Lime-............................. ........................ 7,447 5,764 4,289 7,554 Cement.................................................. 5,864 28 Salt............... ......................................... 30,490 3,340 8, 930 375 Plasterrock ............................................... 3,804 Hay.................... ............................. 3,110 1,865 1.806 4,570 Piles................ .................................................. 4,772 3,579 1,161 Sugar.............. ................................. ........... 80, 250 101,305 Coke ................................................... ....... 40,404 3,325 Brick .......................................... ..- .... 80,968 Flour............... .......................................... ........... 21,450 Ore......................................................... 52,120 Wool................................................... 17,800 Miscellaneous ............................................... .......345, 213 310, 293 Total......... ........................... 3,707,817 3,746,463 3,715,805 4,894,088 Passengers carried .................................. 7, 067 1 1 9,18.4,12.,29 9,186 4,212 6,296 -,,-------- __ 1108 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. B g. IMPROVEMENT OF HARBOR AT BOSTON, MASSACHUSETTS. THIRTY-FIVE-FOOT CHANNEL. Progress of work. Work done in fiscal year 1910. All work to June 30, 1910. i Dredging. Bowlders. Sec- Dredging, Bowlders, Division. tion. cubic cubic Remarks. Cubic Price. Cubic Price. yards. yards. yards. yards. Competed Ccrnts. 1 .................... 1_ 39,537 20.0 1,948,931 la 28,401 33.0 611,483 Completed. 2 23.4 1,898,880 11.310 Do. 2 .................. 2a 75,172 40.0 574,845 3 3,018 23.5 1,694,144 ............ 3 ..................... 3a 4,444 39.0 27.51 $25 449,870 83.888 4 ................ 4 ............ 23.9 ........ 1, 878, 636 7.332 Do. 4a 1,454 39.7 455,362 31.870 5 823,447 22.0 1,553,275 5. .............. 5a 6 240,608 1,080, 100 40.0 22.0 .... ... 572,061 2,098, 590 6 .................... 6a 354,662 40.0 .. 6 523,120 7 ................. 7 807,635 22.0 5.0 24 1,969,795 5.0 7a 227,748 40.0 404,706 8................. Total................ 8 8a 128,471 353,342 22.0 40.0 9.505 4,168,039 ........ 24 42.015 ........ 17,636,099 517,398 485,003 9.505 148.905 :1 NOTE.-Sections 1, 2, 3, 4, 5, 6, 7, and 8 are above President Roads; sections la, 2a, 8a, 4a, 5a, 6a, 7a, and 8a are in Broad Sound. Under the contract of July 11, 1907, for excavating nine groups of ledges, amounting to 15,195 cubic yards, more or less, situ measure- ment, G. H. Breymann & Bros. removed the three remaining groups of ledges, aggregating 3,010 cubic yards situ measurement, completing the contract on July 17, 1909. Under an emergency contract dated May 27, 1909, with G. H. Brey- mann & Bros., completed August 7, 1909, 11 ledge points, con- taining 5.26 cubic yards situ measurement, were removed for the lump sum of $1,950. Fort Point Channel.--Under the contract with the Bay State Dredging Company there were dredged 195 cubic yards of clay and mud, in completing the channel dimensions authorized at the site of the Mount Washington Avenue Bridge, removed in compliance with the order of the War Department. APPENDIX B-REPORT OF COLONEL ABBOT. 1109 THIRTY-FIVE FOOT CHANNEL. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__________________________ a $1, 100, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. March 2, 1825_________ $52, 972. 56 March 3, 1879___-.. $50, 000. 00 March 19, 1828 ....... 2, 000. 00 June 14, 1880______ - 75, 000. 00 May 23, 1828______ ___ 87, 000.00 March 3, 1881 _______- 100, 000. 00 March 2, 1829_______ 7, 310. 54 August 2, 1882 - -____-- 96, 500. 00 March 2, 1831__ 5, 000. 00 July 5, 1884 ______ . 5, 000. 00 March 2, 1831________ 12, 390. 00 August 5, 1886 _____. 56, 250. 00 February 24, 183 ____82 9, 000. 00 August 11, 1888_, ___. 125, 000. 00 July 3, 1832 _________ 60, 000. 00 September 19, 1890____ 145, 000, 00 July 4, 1836 ________ 15, 000. 00 July 13, 1892_______ 300, 000. 00 July 7, 1838________ __ 7, 353. 00 August 18, 1894 ___-- - 200, 000. 00 March 3, 1841________ 1, 000. 00 June 3, 1896.________ 70, 000. 00 March 3, 1841____ __ 1, 500. 00 June 4, 1897 _______ 400, 000. 00 August 31, 1842____. 2,000.00 July 1, 1898 _________- 250, 000. 00 March 3, 1843________ 16, 000.00 March 3, 1899 ____. 75, 000. 00 July 20, 1848_________ 40, 000. 00 March 3, 1899 ______ . 163, 751. 00 August 30, 1852__.... 30, 000. 00 June 6, 1900 _______ 317, 000. 00 July 2, 1864___________ 40, 000. 00 March 3, 1901 _______ -133, 000. 00 July 2, 1864______ ___ 10, 000. 00 June 13, 1902 _______. 100, 000. 00 February 28, 1865_____ 3, 000. 00 June 13, 1902 d_______ 600, 000. 00 February 28, 1865___ 20, 000. 00 June 28, 1902_ .____-- 175, 000. 00 June 12, 1866_________ 50, 000. 00 March 3, 1903 d,____- 150, 000. 00 June 12, 1866_______ 75, 000. 00 April 28, 1904 ________ 350, 000. 00 March 2, 1867__.... 375, 000. 00 March 3, 1905 ______ 970, 000. 00 July 25, 1868 b________ 43, 000. 00 March 3, 1905 ______- 100, 000. 00 April 10, 1869 b________ 82, 170. 00 June 30, 1906 d-____-- - 600, 000. 00 April 10, 1869 b________ 24, 750. 00 March 2, 1907 _____. 50, 000. 00 July 11, 1870_______ . 100, 000. 00 March 2, 1 9 07d _______ 500, 000. 00 March 3, 1871_________ 100, 000. 00 March 4, 1907 a-.......-930, 000. 00 June 10, 1872_________ 75, 000. 00 March 4, 1909 d .--- _ 1, 200, 000. 00 March 3, 1873____ ... 150, 000. 00 June 25, 1910 a________ 900, 000. 00 June 23, 1874__ __... 100, 000. 00 June 25, 191.0 ........ 25, 000. 00 March 3, 1875C______ 90, 000. 00 Receipts from sales____ 198. 80 August 14, 1876 _..... 50, 000. 00 June 18, 1878_ 55, 000. 00 Total _________ 11, 003, 145. 90 NOTE.-From 1832 to 1872 $1,619.52 was carried to surplus fund; June 30, 1909, $20,000 was carried to surplus fund. CONTRACTS IN FORCE. THIRTY-FIVE-FOOT CHANNEL. Division 1.-Contract dated February 25, 1903: Breymann Brothers, of Toledo, Ohio, contractors, to dredge 1,875,000 cubic yards, more or less, at 20 cents per cubic yard, from section 1, and 570,000 cubic yards, more or less, at 39 cents per cubic yard, from section la, total 2,445,000 cubic yards; approved March 12; to be commenced by September 13, 1903; to be completed by Decem- ber 31, 1907. a Exclusive of the balance unexpended July 1, 1910. bAllotment. Date of allotments unknown. o Excluding $10,000 allotted to Hingham Harbor. d For 35-foot channels. 1110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Division 2.-Contract dated February 26, 1903: Morris & Comings Dredging Company, of New York, N. Y., contractors, to dredge 1,875,000 cubic yards, more or less, at 23.4 cents per cubic yard, from section 2, and 570,000 cubic yards, more or less, at 40 cents per cubic yard, from section 2a, total 2,445,000 cubic yards; approved March 12; to be commenced by September 13, 1903; to be completed by December 31, 1907. Division 3.-Contract dated February 25, 1903: George H. Breymann, of Toledo, Ohio, contractor, to dredge 1,875,000 cubic yards, more or less, at 23.5 cents per cubic yard, from section 3, and 570,000 cubic yards, more or less, at 39 cents per cubic yard, from section 3a, total 2,445,000 cubic yards; approved March 12; to be commenced by September 14, 1903; to be completed by Decem- ber 31, 1907. Division 4.-Contract dated February 19, 1903: Eastern Dredging Company and New England Dredging Company, of Boston, Mass., contractors, to dredge 1,875,000 cubic yards, more or less, at 23.9 cents per cubic yard, from section 4, and 570,000 cubic yards, more or less, at 39.7 cents per cubic yard, from section 4a, total 2,445,000 cubic yards; approved March 16; to be commenced by Sep- tember 16, 1903; to be completed by December 31, 1907. Divisions 5, 6, 7, and 8.-Contract dated July 17, 1907: G. H. Breymann & Bros., of Toledo, Ohio, contractors, to dredge 9,770,000 cubic yards, more or less, at 22 cents per cubic yard, from sections 5, 6, 7, and 8, and 2,440,000 cubic yards, more or less, at 40 cents per cubic yard, from sections 5a, 6a, 7a, and Sa, total 12,210,000 cubic yards; approved August 20, 1907; to be commenced by October 1, 1907; to be completed by December 31, 1911. Contract dated July 11," 1907: G. H. Breymann & Bros., of Toledo, Ohio, contractors, to excavate 15,195 cubic yards, more or less, of ledge in Boston, Harbor, Massachusetts, at $21.74 per cubic yard situ measurement; approved July 22, 1907; to be commenced thirty days after date of notification of ap- proval; to be completed December 31, 1908. Contract dated May 27, 1909: G. H. Breymann & Bros., of Toledo, Ohio, con- tractors, to excavate 142.05 cubic feet of ledge in Boston Harbor, Massachu- setts, for $1,950, to be commenced within thirty days after signature; and to be completed on or before August 15, 1909. Contract dated February 28, 1910: S. W. K. Brooks, of Boston, Mass., con- tractor, for two survey scows, for $2,698; to be commenced immediately after signature; one scow to be delivered on or before March 31, 1910, and the second scow on or before April 30, 1910. Completed April 26, 1910. FORT POINT CHANNEL. Contract dated June 1, 1909: Bay State Dredging Company, of Boston, Mass., contractors, to dredge 10,000 cubic yards from Fort Point channel, Boston Har- bor, Massachusetts. Price for dredging, 25.75 cents per cubic yard; for remov- ing bowlders weighing 3 tons or more each, $5 per cubic yard; to be commenced on or before June 15, 1909; to be completed on or before July 31, 1909. MISCELLANEOUS. Contract dated September 28, 1908: Trustees of Barristers Hall, Boston, Mass., contractors, for rent of office rooms at Boston, Mass., at the rate of $250 per month; to be commenced October 1, 1908; and to expire by limitation October 1, 1913. Contract dated December 10, 1908: Boston and Maine Railroad, Boston, Mass., contractors, for rent of wharf at Boston, Mass., at the rate of $150 per month; to be commenced January 1, 1909, and to expire by limitation December 31, 1910, but may be terminated by either party upon ninety days' notice in writing. COMMERCIAL STATISTICS. The following statement concerning the foreign trade at the port of Boston is compiled from statistics and records of the Boston Chamber of Commerce and of the collector of the port. It comprises only imports and exports and does not include domestic, coastwise, apd local traffic. Vessels engaged in the coastwise trade, unless they have in their cargoes bonded merchandise to the value of $350 or more, are not required by law to take out clearance papers, and no statistics of their carrying trade are accessible. APPENDIX B-REPORT OF COLONEL ABBOT. 1111 FOREIGN TRADE. Comparative statement of quantity and value of exports and imports and of customs collected. Exports. Imports. Total. Year.Customs collected. Quantity. Value. Quantity. Value. Quantity. Value. Short tons. Short tons. Short tons. 1867...................... $19,317,841 .......... $47,288,747 ........... $66,606,588 $16,207,198.54 1903 ............ ............. 86,429, 988 .......... 82,762,828 ............ 169,192,816 22, 360, 096. 75 1904...................... 87,866,428 ......... 86, 268, 648 .......... 174,135, 076 23,102, 087.97 1905.......... 1,294,815 93,797,887 974,712 106,065,998 26,208,144.20 2,269,527199,863,885 1906............ 1,365,786 99, 370, 016 1,229,623 110,333,970 2, 595,409 209, 703,986 27, 459, 534. 50 1907............ 1,337, 019 104, 610, 908 1,107, 764 123, 414,168 2,444,783 228, 025, 076 26, 238,897. 33 1908........... 1, 064,445 84, 353,536 979, 976 89,121, 981 2, 044, 421 173, 475, 517 22,562, 253. 32 1909........... 823,519 72,936,869 1,165, 349 127, 031, 679 1,988,868 199, 968, o48 30, 954, 305. 85 In addition, the in-transit and transshipment trade passing through the port of Boston (principally to and from Canada) amounted to $35,749,683, making the total foreign trade through the port during the year 1909 $235,718,231, against $200,891,456 in 1908. The leading articles of import and export at the port of Boston for the calen- dar years of 1908 and 1909, with the value and quantity of each, were as follows: Exports. 1908. 1909. Value. Quantity. Value. Quantity. Short tons. Short tons. Meat and dairy products......... ................. $28,000,150 150,367 $20,703,988 109,118 Breadstuffs .. ................................ 8,341,912 476,139 5,550,716 306,251 Leather...... ............................. 11,775,278 30,467 10,752,725 25,440 Leather manufactures............................ 1,972,905 789 1,973,185 780 Animals.............................................. 8,769,338 67,251 7,368,299 58,812 Cotton..................................... ............ 6,172,488 29,782 7,787,544 38,720 Cotton manufactures................ ................ 2,321,964 12,448 2,054,581 11,888 Steel billets and rails................ ............ 327, 832 13,710 151,892 6,912 Other iron and steel manufactures... ..... ...... .. . 4, 230, 995 106,166 3,440,771 81,119 Agricultural implements.... ... ................ 431,008 3,003 439,726 3,104 Rum ........ ...... ........................ 1,319, 906 3,935 1,252, 517 3,729 Wood................................................ 914,940 46,311 1,085,132 61,620 Wood manufactures ........... ........ ................. 762,069 4,076 631,522 3,173 Paper, and manufactures................ .... ..... .. 585,016 4,207 1,373,070 11,818 Rubber manufactures................. ............. 637,242 1,633 888,521 2,170 Apples.................................................. ....... 648,888 24,046 506,728 20,101 Miscellaneous .......................................... 7,141,605 a 90,115 6,975,952 a 78, 764 Total.......................................... 84,353,536 1,064,445 72,936,869 823,519 a Approximate. Imports. 1908. 1909. Value. Quantity. Value. Quantity. Short tons. Short tons. Wool.................................. ................... $13,645,642 36,700 $33,057,768 79,460 Fibers and vegetable grasses........................... 8, 421,683 82,231 8,740, 465 84,160 Fibers, and manufactures ............................. 5, 300,500 37,245 5,822,918 39,112 Hides and skins........ .............. ......... 8,926,103 30,778 15,389,933 57,873 Sugar................................................. 7,992,874 175,662 7,036,247 153,362 Cotton................................................... 10,611,588 31,148 12,390,689 36,920 Cotton manufactures ...................................... 1,411,200 2,096 1,362,536 1,827 Chemicals, drugs, and dyes........................... 3,896,711 56, 442 6,345,089 71,490 Leather.............................................. 1,472,967 734 1,795,427 816 Leather manufactures. ...... ................. 227,764 156 260,938 170 Iron and steel, and manufactures...................... 1, 377,140 22,895 4,201,199 67,114 1112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Imports-Continued. 1908. 1909. Value. Quantity. Value. Quantity. Short tons. Short tons. Fruits and nuts ...................................... $2, 362, 555 86,878 $2, 453,388 87, 980 Fish..... .................. ................. 1,875,187 12,362 1,824,240 11,460 China and earthen ware ............................. 628,696 1,572 634, 277 1,590 Wood.............9.............................. 963, 506 173,268 219,794 43,312 Wood manufactures....................... ......... 1, 611,253 30,835 2, 745, 493 226,140 India rubber, and manufactures..................... 502,411 2, 213 1,158, 866 4, 480 Miscellaneous ................... ....................... 17, 894, 201 a 196, 761 21, 592, 412 a 198,083 Total........................... ...... 89,121,981 979,976 127,031,679 1,165,349 a Approximate. Passengers arriving from and departing for foreign countries by trans-Atlantic lines. Cabin passengers. Steerage passengers. Year. - Total. Inward. Outward. Total. Inward. Outward. Total. 1902................................. .12,283 8,584 20,867 52,167 13,815 65,982 86,849 1903.......................................... 15,511 10,544 26,055 60,143 15,547 75,690 101,745 1904............................ 13,604 10,995 24,599 63,551 13,604 77,155 101,754 1905................................. 15,092 10,758 25,850 57,184 18,672 75,856 101,706 1906................. ............. 18,852 14,686 33,538 68,014 22,407 90,421 123,959 1907................................. 19,479 12,639 32,118 71,813 27,163 98,976 131,094 1908..........:...................... 16,296 9,946 26,242 31,654 31,851 63,505 89,747 1909........................................ 17,102 9,252 26,354 97,198 17,369 64,567 90,921 The steamer Clymric, of 13,096 tons and draft of 31 feet 4 inch, of the White Star Line, and the steamers Saxonia and Ivernia, of 14,500 tons and draft of 30 feet, are the largest of the trans-Atlantic liners sailing from this port. Foreign entrances and clearances, 1909. Entered from foreign Cleared for foreign Total. ports. ports. Class. Number.Short Number Short Number. short tonnage. tonnage. tonnage. American steam vessels ................ 77 160,360 63 125,877 140 286,237 American sailing vessels ............... . 55 12,214 92 37,443 147 49,657 Foreign steam vessels ................ 941 2,479,569 671 1,594,060 1,612 4,073,629 Foreign sailing vessels................ 317 62,096 335 74,154 652 136,250 Total....................... . 1,390 2,714,239 1,161 1,831,534 2,551 4,545,773 Domestic and coastwise arrivals and departures. Arrivals. Departures.a Total. Class. Number. Long tonnage, Number. Long tonnage. Number. Long tonnage. Steamers......................... 2,887 7,553,193 2,887 7,553,193 5,774 15,106,386 Sailing vessels..................... 1,311 1,014,754 1,311 1,014,754 2,622 2,029,508 Tugs............................... 2,156 668,551 2,156 668,551 4,312 1,337,102 Barges....... ..................... 3,327 3,002,836 3,327 3,002,836 6,654 6,005,672 Total....................... 9, 681 12, 239,334 9, 681 12,239,334 19,362 24,478,668 aApproximate. APPENDIX B--REPORT OF COLONEL ABBOT. 1113 Receipts of coal. [Long tons.] I By sea. Year. Total by Total by Anthra- Bitu- rail. all routes. cite. minous. Total. 1904........ .................. .... 1,961,785 2,948,268 4,910,053 158,599 5,068, 652 .......1,941,478 1905 ... ........................... 3,365,657 5,307,135 77,024 5,384,159 1906................. 1,630,674 ................... 3,430,665 5,061,339 116,256 5,177,595 1907... 9 07............. . 2,016,252 3,741,709 5,757,961 126,963 5,884,924 1908 ......... .... ...... ..... 1,733, 112 3,611,271 5,344,383 105,656 5, 450, 039 1909 ............................ 1,668,126 3, 621,720 5,289,846 140,121 5,429,967 SUMMARY. Vessel movement. Foreign trade. Domestic trade. Total. i - .. i Year. Number. tLong tonnage. Number. tLonage. Number. tLong tonnage. 1902 .................................. 3,345 4,698,216 17,032 14,583,862 20,377 19,282,078 1903................................ 2,973 5,119,468 18,632 16,839,578 21,605 21,959,046 1904........ .................... 2,688 4,800,868 17,598 16,820,728 20,286 21,621,596 1905.............................. ... 2,904 4,980,410 18,132 17,874,916 21,036 22,855,326 1906 ............................. ... 2,966 5,395,119 17,286 18,549,230 20,252 23,944,349, 1907............................... 2,808 5,148,434 19,232 20,522,948 22,040 25,671,382 1908 ........................... 2,479 4,815,931 18,230 21,087,052 20,709 25,902,983 1909.. ............................2,551 4,545,773 19,362 24,478,668 21,913 29,024,441 TRIBUTARY CHANNELS, BOSTON HARBOR. Fort Point channel. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Shorttons. Short tons. Coal................. ...... .................... ........... 928,967 1,069,998 1,007,694 874,607 Lumber............. ............................................. 80.503 75,575 28,417 95,990 Brick .................................................. 31.648 26,416 8,055 11,062 Stone (granite) ......................................... 9,139 11,606 4,468 14, 761 Sugar ....... .................................... 165,825 160,000 145,000 131,130( Cotton....... ....... ......................... ............................ ,708..... Wool............................................. ......................................... 2,500 Steel..................................................... . 1,490 180 ........... . 649 Molasses.................................................. 3,571 4,700 ........... 16,500 Iron........................................................ 7,523 5,613 3,321 5,042 Oil..........................................................29,397 200 ........... 500 Salt..........................................................7,420 1,000 2,500 806 Fish................................................... 7,802......... Wood.............. ... .............. ............... 4,628 5,521 4,805 2,631 Lime ............... ... ............................. 12,085 12,207 5,294 11,585 Cement................ ............... ............................... 22,779 24,618 11,726 10,152 Sand.......................... .......................... 28,11.4 31,944 12,591 20,928 Gravel.................................. 7,415 7,508 5,552 8,761 Plaster.. ................................................... 633 363 445 2,979 Grindstones ............ ...... ........................... .......... 1,527 630 1,506 Miscellaneous..................... ... 66,024 ....................... 4,710 10,892 7,395 Total........... ................................. ... 1, 416,671 1, 443,686 1,251, 390 1,219, 479 B Io. IMPROVEMENT OF DORCHESTER BAY AND NEPONSET RIVER, MASSACHUSETTS. Under the contract of May 13, 1908, Charles M. Cole dredged, between July 1 and December 28, 1909, on which latter date the con- tract was satisfactorily completed, 202,117 cubic yards of material, 1114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. making a total of 503,435.8 cubic yards of material under the contract, from which 29,756 cubic yards were deducted for overdepth, leaving 473,689.8 cubic yards paid for, 12.8 cubic yards being bowlders weigh- ing 3 tons or more each. By this dredging a channel has been obtained 100 feet wide and 15 feet deep at mean low water from Commercial Point to the Neponset Highway Bridge and 18 feet deep and 175 feet wide from Dorchester Bay and the mouth of the river to Commercial Point, completing the project. APPROPRIATION. March 2, 1907-------------------- $125, 233 ..--------------- CONTRACT IN FORCE. Contractor: Charles M. Cole, Fall River, Mass. Date of contract: May 13, 1908. Date of approval: June 2, 1908. Date of commencement: Within thirty days from date of notification of approval. Date of completion: On or before December 31, 1909. For dredging about 455,000 cubic yards from Dorchester Bay and Neponset River at 17 cents per cubic yard. COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Short tons. Short tons. Coal ... ......................................... 240,762 267,793 261,850 200,321 Lumber.......................................... . 26,043 23,615 21,535 33,817 Oil................................ ................. ...... 22,311 33,157 34,458 3,579 .................... Brick ........................................ 9,088 4,688 2,642 4,492 Lime ............................................... 2,307 2,107 2,168 3,255 Sand......................................................... 1,242 1,313 1,300 1,653 Sludge ................ .................. .... .......... 9,000 9,000 5,000 2,000 ... Tar, oxide, etc.................. ........................ 21,833 6,617 7,424 1,021 1,440 1,474 Miscellaneous...................................................................... 1,020 1,529 ............ Total............................. .............. 334,026 349,764 337,397 a 251,667 * The decrease in the amount of commerce for the calendar year 1909 is due to the discontinuance by the Boston Consolidated Gas Company of their gas-making plant on Dorchester Bay. Of this freight, in 1909, 76,647 short tons of coal were carried above the Neponset highway bridge (the limit of the improvement authorized by the United States) into the section of the river to be improved by the State of Massachusetts. B 11. IMPROVEMENT OF WEYMOUTH RIVER, MASSACHUSETTS. (A) WEYMOUTH FORE RIVER. No work was done and none required for the maintenance of this improvement, which was completed June 6, 1907. (B) WEYMOUTH BACK RIVER. For lack of funds no work was done upon this improvement during the fiscal year. APPENDIX B---REPORT OF COLONEL ABBOT. 1115 APPROPRIATIONS. Weymouth Fore River. 1890-190-1902 a_----- ---------------- $42, 750 March 3, 1905 .--------..---------.---.-..------. 57, 500 Total.. ..------------ ---- 100, 250 Weymouth Back River. August 18, 1894------------------------------------------------- $2, 500 June 3, 1896....-------------------------------------------------- 10, 000 March 2, 1907 9, 500 aarch 2, 1907--------------------------- .-- _--------------------9, 500 June 25, 1910-------- ---- -------------------------------------- 5, 000 Total.. .-..... ....-- --- 27, 000 COMMERCIAL STATISTICS. Weymouth Fore River, including Town River. Articles. 1906. 1907. 1908. 1909. i. I I i -- I-- -- Short tons. Short tons. Shorttons. Short tons. Coal.............................. ............. 115,819 156,790 155,373 135,765 Lumber.................................................... 5,038 14,364 11,102 10,909 Lime........................................................................ 200 50 Brick..... .... ............................................... ... 583 588 561 272 Sand and gravel........................................... 172 344 547 1,442 Ties ................ ....................... 1,000 4,527 Stone....... ..................... ............... 1,276 5, 960 4, 596 5, 900 Hay............................................................. 165 45 ....... Steel and iron................................................ .... 1,310 Miscellaneous .................................................. 300 390 900 115 -1-1- Total............................................... 124,388 179,551 173,649 159,342 Weymouth Back River. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Short tons. Short tons. Coal ........................................ ... ...... 6,637 8,442 7,256 6,982 Pyrites.... ............ ................... 6,661 11,860 14,177 .. Raw and manufactured fertilizer products.................... 100, 861 149,114 146,104 160, 685 Rock.................................. ........................ 20,287.. Miscellaneous.......................... ....................... 2,114 340 2,527 12,342 Total............ ............................. 136,560 169,756 170,064 180,00 a For itemized statement, see H. Doc. No. 421, 57th Cong., 2d sess., p. 267. 1116 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACT IN FORCE. Contractor: Bay State Dredging Company, Boston, Mass. Date of contract: June 28, 1910. Date of commencement: Within ten days after date of signature. Date of completion: Within three months from date of commencement. For dredging in Weymouth Back River: 39 cents per cubic yard. B 12. IMPROVEMENT OF HINGHAM HARBOR, MASSACHUSETTS. No work was done during the fiscal year. APPROPRIATIONS. March 3, 1875________----- a $10, 000 July 13, 1892----------------- 3, 000 March 5, 1886_ 6, 000 March 2, 1907 _____________ 10, 000 August 11, 1888 ---- 5, 000 September 19, 1890 --------- 5, 000 Total----------------- 39, 000 COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Shorttons. Short tons. Short tons. Shorttons Coal ................ .... ...... ............................... ..... 10,000 10,713 6,000 4,543 Lumber ............ ............ .. .................... . 4,250 5,000 5,500 4,429 Cement and lime .......................................... 180 300 320 ,00 Brick ........................................................ 480 300 550 1,414 Sand ......................................... 300.......................... Iron ........................................................... ........... 200 Total.................. ........................ 15,210 16,313 12,370 11,086 B 13. IMPROVEMENT OF HARBORS AT PLYMOUTH AND PROVINCETOWN, MASSACHUSETTS. (A) PLYMOUTH HARBOR. Under contract with Rowe Brothers Company, dated September 17, 1909, the riprap dike was extended northerly 616 linear feet, by the deposit of 2,499 tons of rubblestone, and the contract was com- pleted on December 17, 1909, at an expenditure of $7,939. Under the contract with The Breakwater Company, dated June 14, 1910, repairs to one section of the dike commencing about 1,950 feet south of the old pile wharf on the harbor side and extending 900 feet south from that point, and to another section commencing about 3,900 feet south of the wharf and extending for about 1,825 feet south from that point was commenced. The expenditure, $19.97, was for engi- neering expenses in connection with contract. aAllotment from appropriation for Boston Harbor, to which appropriation $683.42 was restored. Date of allotment is unknown. APPENDIX B--REPORT OF COLONEL ABBOT. 1117 APPROPRIATIONS. 1824-1896 a______________ $191, 081. 90 Damages from surety of March 3, 1899 ------------ 85, 000. 00 failing contractor------ $4, 530. 12 June 13, 1902___ ___- -4, 000. 00 March 3, 1909 b____ _ 19, 500. 00 Total-------------314, 112. 02 June 25, 1910 ______..._ 10, 000. 00 NOTE.-From 1842 to 1859, inclusive, $90.16 were carried to surplus fund. COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. SShort tons. Shorttons. Short tons. Shorttons. Coal...................... ................................... 31,314 37,155 37,860 35, 240 Lumber....................................... .......... ...... 2, 000 2, 960 2, 000 2, 250 Miscellaneous..... ...................................... 40 500 350 Total........ ............................... 33,354 40,615 39,860 37,840 Number of passengers carried......................... ... 49,795 52, 525 53,987 58,246 Passenger steamers from Boston land at Plymouth daily between June 15 and September 15 of each year. (B) HARBOR AT PROVINCETOWN. No work was in progre'ss during the year. The expenditures were for engineering expenses in connection with a study of the harbor. APPROPRIATIONS. May 19, 1826_ $3, 500. 00 June 18, 1878 ___ _______ $1, 000. 00 March 2, 1829 3, 500. 00 March 3, 1879---------- 1, 000.00 March 2, 1831 2, 050. 00 June 14, 1880 ---- -__.___ 500. 00 March 3, 1832 4, 600. 00 March 3, 1881 -- 5, 000. 00 June 28, 1834_ 4, 400. 00 August 2, 1882_._________ 5, 000. 00 March 3, 1835 4, 400. 00 July 5, 1884______________ 2, 000.00 July 2, 1836_ 4, 400. 00 August 5, 1886_-------------3, 000. 00 July 7, 1838____________ 4, 500. 00 August 11, 1888___________ 7, 000. 00 August 30, 1852_ 5, 000. 00 September 19, 1890 7, 500. 00 ------- June 28, 1864 C 30, 000. 00 July 13, 1892__ 1, 500. 00 June 23, 1866_ 43, 068.44 August 18, 1894__ 1, 500. 00 July 28, 1866_____ 8, 000. 00 June 3, 1896___ ______ __ 1, 500. 00 April 10, 1869 _________ 8, 910. 00 March 3, 1899 ------------ 10,000.00 March 3, 1871 6, 000. 00 June 13, 1902_____________ 11, 000. 00 June 10, 1872_ 5, 000. 00 March 3, 1905 ------------- 5, 000. 00 March 3, 1873 6, 000. 00 March 2, 1907 - 5, 000. 00 June 23, 1874 ____ 6, 000.00 June 25, 1910_____________ 140, 000. 00 March 3, 1875 5, 000. 00 August 14, 1876____________ 4, 000. 00 Total ____- -365, ______ 828.44 NOTE.-From 1828 to IS 0, $3,665.47 was carried to surplus fund and not ex- pended. Authority: "Appropriations and Expenditures, 1789 to 1882," page 156. a For itemized statement, see House Document No. 421, Fifty-seventh Con- gress, second session, p. 269. b Allotment August 26, 1909, from appropriation for " Emergencies in River and Harbor Works." c Allotments from general appropriations; dates of allotment unknown. 1118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACTS IN FORCE. Contractor: Rowe Brothers Company, Richmond, Me. Date of contract: September 17, 1909. Date of commencement: Within two weeks after signature. Date of completion: On or before December 31, 1909. For such length of riprap dike on Long Beach, Plymouth Harbor, as can be built for $7,500: Price, $2.97 per ton of 2,000 pounds. Contractor: The Breakwater Company, Philadelphia, Pa. Date of contract: June 14, 1910. Date of approval: July 19, 1910. Date of commencement: June 15, 1910. Date of completion: On or before December 31, 1910. For repair of dike on Long Beach, Plymouth Harbor. Price, $2.43 per ton of 2,000 pounds. COMMERCIAL STATISTICS. This is an important harbor of refuge, being the only harbor from Boston (52 miles north) to Vineyard Haven (about the same distance south) that will admit large vessels. The number of vessels following the route through Vine- yard and Nantucket sounds and along the easterxn shore of Cape Cod is esti- mated (Annual Report of the Chief of Engineers for 1904, p. 963) to be annually upward of 50,000, of which it is reported that about 4,000 visit the harbor annually for shelter. The vessels are of all sizes and descriptions, but it is to the smaller sailing vessels that it affords the greatest protection. B 14. IMPROVEMENT OF HARBOR AT BURLINGTON, VERMONT. No work was in progress during the fiscal year. The expenditure was for salary of watchman who reads tide gauge. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement---------------------------- a $2, 500 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. APPROPRIATIONS. 1836-1884 b_,------------ $508, 480. 20 June 13, 1902----------- $57, 750. 00 August 5, 1886_------- 18, 750. 00 March 3, 1905----------- 20, 000.00 August 11, 1888 _....... 35, 000. 00 March 4, 1907----------- 35, 000. 00 September 19, 1890 - - 20, 000. 00 May 27, 1908__________ 16, 855. 00 52, 000. 00 August 18, 1894 ....... _ 10, 000. 00 June 25, 1910 June 3, 1896__ ___-- --- 10, 000. 00 Receipts from sales. 146. 00 March 3, 1899 ----------- 15, 000. 00 June 6, 1900 c- - 5, 000. 00 Total------------803, 981. 20 NOTE.-In 1872, $6,669.13 was carried to surplus fund and not expended. a Exclusive of the balance unexpended July 1, 1910. b For itemized statement, see House Document No. 421, Fifty-seventh Con- gress, second session, page 319. o Allotment of October 16, 1900. APPENDIX B-REPORT OF COLONEL ABBOT. 1119 COMMERCIAL STATISTICS. Freight. Articles. 1906. 1907. 1908. 1909. Short tons. Short tons. Short tons. Shorttons. Coal ......... ... .................................. 44,775 41,310 41,008 39,685 Lumber ..................... .............................. a26,691 a 41,415 a 37,565 28,514 Stone .......................... 840 700 2,254 800 Cement, plaster, etc .......................................... 1,304 1,558 450 1, 903 Salt... .............................................. 734 308 1,789 840 General merchandise. .......................................... 8, 754 7,827 8,308 7,193 Total .......................................... a 83,098 a 93,118 a 91,374 78,935 a This was incorrectly reported for 1906, 1907, and 1908, one company including freight by rail in figures previously given. Passenger line. 1906. 1907. 1908. 1909. Number. Number. Number. Number. Arrivals at the port of Burlington ........................................ 76 716 709 707 Departures from the port of Burlington ....................... 676 716 709 705 Steamers incommission .................................... 3 3 3 3 Trips made........... .... .......................... 369 413 407 413 Passengers carried to and from Burlington .................. 118,353 126, 356 127,629 129,177 The largest of the passenger steamers running from this port is 273 feet long and 68 feet beam. The service is operated only during the summer season of about four months in each year. B 15. IMPROVEMENT OF HARBOR AT SAINT ALBANS, VERMONT. No work was done during the year. APPROPRIATION. June 25, 1910----------------- ------- -- ------ ---------- , 000 COMMERCIAL STATISTICS. 1906. Shorttons. Miscellaneous....................... .............................. ............ 174 Number of passengers carried to and from St. Albans during year 1906, 22,590. 1120 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. B i6. IMPROVEMENT OF HARBOR AT PLATTSBURG, NEW YORK. No work was done during the fiscal year. APPROPRIATIONS. July 4, 1836____ _____ $10, 000. 00 June 23, 1874_----- $5, 000. 00 March 3, 1837- 10, 000. 00 March 3, 1879------------ 2, 000. 00 July 7, 1838_____ 27, 500. 00 June 14, 1880_____ ___- 1, 000. 00 March 3, 1843_ 2, 680. 01 August 5, 1886 .....---- 5, 000. 00 June 11, 1844 ___________ 10, 000. 00 August 11, 1888 ______. 7, 000. 00 May 19, 1864 (allotment) 2, 000. 00 September 19, 1890___-. a 32, 500. 00 March 2, 1867 26, 000. 00 June 13, 1902___________ b 5, 000. 00 July 11, 1870------ 10, 000. 00 June 25, 1910_------- 25, 500. 00 March 3, 1871 __ 15, 000.00 June 10, 1872_ 10, 000.00 Total_- -- _____ 216, 180. 01 March 3, 1873_ 10, 000. 00 COMMERCIAL STATISTICS. Articles. 1904. 1908. 1909. Short tons. Short tons. Short tons. Hay ..................................................................... 700 204 700 Coal ...................................................................... 11,000 6,904 6,850 Pulp wood................ ........ ........... ........................ 140 12,466 1,200 Brick............................................................................................... 680 500 Iron.............................. .............................. 50 300 400 Stone....... ................................ ..... ............. ........ . ....... 150 450 Lumber......... ........................................................ 1,911 5,952 20,500 Potatoes........................................... ..................... 1,080 500 275 Apples ...................... ......................................... 936 800 750 Miscellaneous ...................................... ...................... 245,290 225,473 226,325 Total....................................... 261,107 253,429 257,950 Total number of passengers carried ................. ............................. 103,342 B 17. IMPROVEMENT OF NARROWS OF LAKE CHAMPLAIN, NEW YORK AND VERMONT. No work upon this improvement was done during the fiscal year. APPROPRIATIONS. 188_-1892 c __ $63, 500 March 3, 1905 --------------- $2, 500 March 3, 1899 ____-__-__--_ 5, 000 March 2, 1907 --------------- 2, 500 June 6, 1900 ______ _ 1, 500 June 13, 1902 --------------- 17, 500 Total ----------------- 92, 500 a $239.25 returned to Treasury. b $151.67 carried to surplus fund. c For itemized statement, see House Document No. 421, Fifty-seventh Congress, second session, page 335. dAllotted July 31, 1900. APPENDIX B-REPORT OF COLONEL ABBOT. 1121 COMMERCIAL STATISTICS. Articles. 1906. 1907. 1908. 1909. Shorttons. Short tons. Short tons. Short tons. Coal .... . ......... ................................... 162,545 143, 713 152,089 147,048 Lumber and timber................. ........ ....... 179,587 139, 250 125, 638 33, 761 Iron and ironore .................. ....................... 52,358 29,985 28,266 27,175 Wood .... ........ ................................ .... 17,685 1, 000' 2,797 . Salt................................ 613 245 506 168 Hay ........................................................ 17,304 8,104 2,233 8,823 Ice.... ............................................ 12,858 ......... ............... Lime, cement, etc.:............. ........ ............. 30,459 40, 000 .......... 54,448 Pulp wood .................. ................................ 189, 025 347,485 242, 984 341,478 Miscellaneous .......... ..................................... 13, 617 14, 747 10, 901 12, 703 Total ................... ............................ 676, 051 724,529 565,414 625,604 B i8. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. Wrecks in Narrows of Lake Champlain, New York.-Upon ex- amination in October, 1908, wrecks of eighteen canal boats and two steamers were found in a location dangerous to navigation of the Narrows and Whitehall Harbor. Formal contract for their removal was made with Johnston & Virden, of Lewes, Del., dated February 19, 1909, the work to be completed by August 31, 1909. Work was commenced on March 12, 1909, and completed on September 18, 1909, at a total cost of $4,254.02. The names of eight of the canal boats' were unknown, the remaining ten being named Geo. D. Cull, John R. Myers, North Star, E. D. Case, Richmond, William Parker, F. J. Bailey, Governor Roosevelt, Georgie T., and Armenia Allore. The steamers were named Germania and Reindeer. Wrecks in Narrows of Lake Champlain, New York, and in Port Henry Harbor, New York.-Between August and December, 1909, wrecks of nine canal boats in the Narrows, named Folsom, A. Gravel, Thompson, Thos. F. Quinn, R. A. Bullis, Damon, Alec Black, Saunders, and one name unknown, and of six canal boats in the har- bor at Port Henry, N. Y., two named Little Frank and Jersey Lily and four names unknown, were reported as obstructions to navigation. and their removal authorized. After advertisement for thirty days, proposals were received and formal contract for their removal made with James E. Cashman, of Burlington, Vt., under date of March 22, 1910, to be completed by October 31, 1910. Work was commenced in May, 1910, and is in progress at the date of this report. The amount expended during the fiscal year was $439.36 for office and inspection expenses. Wreck of schooner Louise C. Cabral,in Provincetownt Harbor,Mas- sachusetts.-This fishing schooner was burned and sunk in the harbor about February 12, 1910. After advertisement for thirty days pro- posals were received, and formal contract for its removal entered into with Messrs. Betts Brothers & Co., of Boston, Mass., dated May 13, 1910, to be completed by June 30, 1910. Work was commenced on June 2 and completed on June 8, 1910, at a total expense of $500. 56932 0 -ETN 1910--71 1122 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Wreck of barge City of Montreal, in Plymouth Harbor, Massa- chusetts.-This barge was used for freighting stone for the new Cape Cod Canal, and was sunk on or about November 26, 1909. She was 177.4 feet in length, 34.5 feet in breadth, and 25.8 feet deep, with a net tonnage of 1,119 tons. After advertisement for thirty days, pro- posals for its removal were received and formal contract entered into with Lewis W. Blix, of Brooklyn, N. Y., dated June 4, 1910, to be completed by December 31, 1910. Work under the contract was in progress at the close of the fiscal year. The amount expended during the fiscal year was $73.07, for office and engineering expenses. Wreck of barge Harbeson Hickman, in Plymouth Harbor, Massa- chusetts.-At the close of the fiscal year work has not been commenced. CONTRACTS IN FORCE. Contractor: Johnston & Virden, Lewes, Del. Date of contract: February 19, 1909. Date of approval: March 9, 1909. Date of commencement: May 1, 1909. Date of completion: August 31, 1909. For removing wrecks from Lake Champlain, New York and Vermont, for $3,440. Contractor: James E. Cashman, Burlington, Vt. Date of contract: March 22, 1910. Date of approval: April 13, 1910. Date of commencement: Not later than May 1, 1910. Date of completion: On or before October 31, 1910. For removing wrecks of nine canal boats in Narrows of Lake Champlain, New York, and of six canal boats in harbor at Port Henry, N. Y., for $3,950. Contractor: Betts Brothers & Co., East Boston, Mass. Date of contract: May 13, 1910. Date of approval: May 18, 1910. Date of commencement: Not later than May 15, 1910. Date of completion: On or before June 30, 1910. For removing wreck of schooner Louise C. Cabral in Provincetown Harbor, Massachusetts, for lump sum of $347. Contractor: Lewis W. Blix, Brooklyn, N. Y. Date of contract: June 4, 1910. Date of approval: June 9, 1910. Date of commencement: Not later than June 1, 1910. Date of completion: On or before December 31, 1910. For removing wreck of barge City of Montreal in Plymouth Harbor, Massa- chusetts, for $4,190. APPENDIX C. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEWPORT, RHODE ISLAND, DISTRICT. REPORT OF LIEUT. COL. J. C. SANFORD, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1910. IMPROVEMENTS. 1. Harbor at Nantucket, Massachusetts. 10. Newport Harbor, Rhode Island. 2. Woods Hole channel, Massachusetts. 11. Harbor of Refuge at Point Judith, 3. Harbors at New Bedford and Fair- Rhode Island. haven, Massachusetts. 12. Entrance to Point Judith Pond, 4. Sakonnet Harbor, Rhode Island. Rhode Island. 5. Taunton River, Massachusetts. 13. Harbor of Refuge at Block Island, 6. Harbor at Fall River, Massachu- Rhode Island. setts. 14. Great Salt Pond, Block Island, 7. Pawtucket (Seekonk) River, Rhode Rhode Island. Island. 15. Removing sunken vessels or craft 8. Providence River and Harbor, and obstructing or endangeting navi- Narragansett Bay and Green gation. Jacket shoal, Rhode Island. 9. Harbor at Coasters Harbor Island, Rhode Island. UNITED STATES ENGINEER OFFICE, Newport, R. I., July 14, 1910. SIR: I have the honor to forward herewith my annual report for the fiscal year ending June 30, 1910, for rivers and harbors in this district. * * * Very respectfully, J. C. SANFORD, Lieut. Col., Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. C I. IMPROVEMENT OF HARBORS AT HYANNIS AND NANTUCKET, MASSACHUSETTS. (A) HARBOR AT HYANNIS. For history and projects, see page 90 of this report. No works of improvement have been in progress during the fiscal year ending June 30, 1910. A survey of the dredged area in this harbor was made in June, 1910, which shows that deterioration in the 1123 1124 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. depth of the harbor has occurred along the southerly and westerly sides of the area protected by the breakwater. The breakwater is in good condition. It is estimated that it will cost $24,000 to restore the depth of 15.5 feet at mean low water in the protected area. AMOUNTS APPROPRIATED. Previous projects -------------------------------------------- $123, 431. 82 Existing project: August 5, 1886 10, 000. 00 $-------------------------------- August 11, August 1888--------------------------------- 10, 11, 1888____________________________ 10,000. 00 September 19, 1890---- ------------------------- 8, 000. 00 July 13, 1892-----------------------------------6, 000. 00 August 18, 1894---------------------------------3, 500. 00 June 3, 1896 ------------------------------------ 6, 000. 00 March 3, 1899----------------------------------- 2,162.00 June 13, 1902 (allotted July 30, 1902) ------------ 20, 000. 00 March 3, 1905 (allotted Mar. 29, 1905)----------- 8, 173. 25 73, 835. 25 197, 267. 07 Received from sale of material ---- 20. 68 Total _----------------------------------- -------------- 197, 287. 75 Received from bondsmen of failing contractor, January 18, 1909, act of June 13, 1902--------------------------------------------- 500. 00 Total.---------------------------------- -------------- 97, 787.75 COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. Number. tered ton- nage. AMERICAN. Registered: Steamers ...................... . ................................ 5,833 80,937 Sailing................................................................... 3,917 76,548 Barges........................ ............................ 19 18,300 Unregistered: Steamers................. ..--....... 3,060 10,980 Sailing............................... .......... 2,410 9,640 Total ..................... . ...................... 15,239 196,405 Included with " Registered steamers " are 54 government steamers, 13 tugs, 5,832 large motor vessels. Included with "Registered sailing " are 182 large freight schooners, 1,005 fishing vessels, 2,390 catboats, 340 yachts. Included with '" Unregistered steamers" are 1,260 small motor boats, 1,800 small motor catboats. Included with " Unregistered sailing" are 2,410 small sailboats. aExclusive of the balance unexpended July 1, 1910. APPENDIX C-REPORT OF LIEUT. COL. SANFORD. 1125 Freight tralfc. Article. tomary in Amount, cus- Amount, unit. in Valuation. short tons. Coal .................................... ........ .................... 5,382 $22,091 Lumber.................................................... 1,306,000 feet... 1,950 32,500 Other produce a................................. ............ 1,500 tons....... 1, 5C00 150,000 Total............................................. 8,832 24,591 a Included with " Other produce " are 10,000 barrels of fish. (B) HARBOR AT NANTUCKET. For history and project, see page 91 of this report. Operations during the past fiscal year.-Maintenance work only has been in progress during the fiscal year. The U. S. dredge Gedney worked on the outside of the outer bar of the entrance chan- nel between September 20 and November 30, 1909, as often as the weather would permit, removing 32,874 cubic yards of sand. A survey of the jetty channel was made in June, 1910, which shows a minimum depth of 9.8 feet in the channel depth over the outer bar. Operations contemplated for the fiscal year ending June 30, 1911.- It is proposed to dredge the entrance channel to a depth of 17 feet and width of 100 feet with funds appropriated by the river and harbor act of June 25, 1910, and to maintain the depth on the outer bar and through the channel with the balance of the allotment from the appropriation of March 3, 1909, using the dredge Gedney for the main-entrance work. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ $20, 000. 00. a___-___-_________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. AMOUNTS APPROPRIATED. Previous projects -------------------------------------------- $45, 734. 75 Existing project: July 14, 1880 ---- ___ __ __________________- -- $50, 000. 00 March 3, 1881----------------------------------25, 000. 00 August 3, 1882 --------------------------------- 25, 000. 00 July 5, 1884_ 10, 000. 00 August 5, 1886 --------------------------------- 15, 000. 00 August 11, 1888 ---------------------------- 20, 000. 00 September 19, 1890____ ........-------------------- 25, 000. 00 July 13, 1892 _ ---------------------- 25, 000. 00 August 18, 1894 25, 000. 00 June 3, 1896- __ __ 20, 000. 00 March 3, 1899----------------------------------20, 000:. 00 a Exclusive of the balance unexpended July 1, 1910. 1126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Existing project-Continued. June 15, 1902 (allotted July 30, 1902)------------- $15, 000. 00 March 3, 1905 (allotted Mar. 29, 1905) ------------- 71, 826. 75 March 2, 1907 ------------------- 42, 500. 00 March 3, 1909 (allotted Apr. 10, -1909)- 20, 000. 00 June 25, 1910 ---------------------------------- 50, 000. 00 -$459, 326. 75 Total ------------------------------------------------- 505, 061. 50 COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. Number. tered ton- Passengers. nage. AMERICAN. Registered: Steamers........-....-..- ........... .......... _ 5,045 208,141 51,502 Sailing--------.............................--------------------------------------- 4,553 44,630 4,800 Barges......- ................--..--...............--...--...--- 10 3,650 .........- Unregistered: Steamers........................................................ 2,550 7,650 ......... Sailing.......--.............-------------------------........-..---.........--........-------........---- 3,740 14,960 .......... Total .........................--- -......-...-...- .........-.... 15,898 279,031 56,302 Included with " Registered steamers" are 425 large steamers on regular line, 530 fishing steamers, 10 tugs, 9 government steamers, 20 steam yachts, 4,051 large motor vessels. Included with " Registered sailing" are 68 large freight schooners, 25 small freight schooners, 300 yachts, 4,160 fishing vessels, sloops, and catboats. Included with " Unregistered steamers" are 2,550 small motor boats and motor catboats. Included with "Unregistered sailing " are 3,740 small catboats and sailboats. Freight traffic. Article. Amount, in cus- Amount, in Valuation. tomary unit. short tons. iI I Coal....................... .................... 11,698 $60,641 Oil.................................................... 49,000 gallons..... 151 5,480 Lumber................................................. 1,100,000 feet .... 1,555 23,715 Shingles-.................................................. 200,000............ 25 750 Ties..................................................... 10,000.............. 750 6,000 Brick ........................................................ 65,000............ 130 650 S tone....................................... 400 tons........... 400 1,200 Other building material a................................ 295 tons........... 295 2,860 Salt........................................................ 58 tons........... 58 522 fay and feed............................................... 100 tons........... 100 2, 00 G rain.............. ............ .. ..................... 83,000 bushels..... 1,980 60,100 Live stock.................................. .............. 200 head.......... 120 60,000 Fertilizer................................................ 85 tons............ 85 2,975 Other produce b...................................... 4,192 tons......... 4,192 459,900 Manufactured iron and steel................................ 962 tons.......... 962 25,400 M erchandise c.............................................. 5,329 tons....... 5,329 532,900 Miscellaneous d ...------ - .... . . 720 tons........... 720 6,150 Total............................. ......... 28,550 1,251,543 Increase over 1908. ............. ................ 1,640 aIncluded with "Other building material" are 600,000 laths. b Included with " Other produce" are 3,032 tons of fish and shellfish, 865 tons of ice, 190 tons of cranberries, 2,000 bushels of potatoes, 400 cases of eggs, 50,000 pounds of butter. cIncluded with "Merchandise" are 5,329 tons of freight not classified carried on regular steamers and sailing vessels. d Included with "Miscellaneous" are 40,000 gallons of coal tar, 250 cords of wood. APPENDIX C---REPORT OF LIEUT. COL. SANFORD. 1127 C 2. IMPROVEMENT OF WOODS HOLE CHANNEL, MASSACHUSETTS. For history and project, see page 92 of this report. Operations during the past fiscal year.-Careful sweeping of the eastern portion of the main channel, from its junction with the " Broadway channel " to its eastern end, develops a large number of small shoal spots. The survey has not yet, been completed. Operations contemplated for the fiscal year ending June 30, 1911.- It is proposed to complete the sweeping and survey and complete the project. AMOUNTS APPROPRIATED. Previous projects--__ __- _______________ ______ $113, 500. 00 Existing project: June 3, 1896__________________________________ $20, 000.00 March 3, 1899 --------------------------------- 20, 000. 00 June 13, 1902______________________________ 20, 000.00 March 3, 1905 --------------------------------- 70, 000. 00 June 30, 1906 _______________________________ 100, 000. 00 230, 500. 00 Total------------------------------------------------- 344, 000. 00 December 5, 1895, unexpended balance deposited to the credit of the Treasurer of the United States .--- ---------------------- - 400. 08 Total---_-------------- __-___ -__ 343, 599. 92 COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. Number. tered ton- Passengers. nage. AMERICAN. Registered: Steamers-..-..--......-..................... 2,883 763,024 159,405 Sailing................................................. 252 5,328 1,750 Barges............. ..................................... 10 900 ......... Unregistered: Steamers... ..... . ...................................... 420 1,260 ......... ............................................ Sailing 1,810 7,240 .......... Total........ ....... ............. ................... 5,375 777,752 161,155 Included with "Registered steamers" are 1,450 large steamers on regular line, 483 government steamers, 75 tugs, 30 fishing steamers, 845 small steamers and motor vessels. Included with "Registered sailing" are 152 small freight schooners, 100 yachts. Included with " Unregistered steamers" are 420 small motor boats. Included with " Unregistered sailing" are 1,810 small catboats and sailboats. 1128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight traffic. Article. Amount, in cus- Amount, in Valuation. tomary unit. short tons. Coal.. .... ..... .... ................................... 8,008 $44,330 Oil................................................ ...... 273, 600 gallons.... 855 26,280 Lumber ............... ... ......... ................. 1,203,000 feet....... 1,710 27,210 Shingles..... .......... ... .... ................ ..... 200,000............ 25 750 Ties....................................... 10,000............. 750 6,000 Brick.................... ....... ...................... 190,000............ 380 1,900 Stone ........ .................... 400 tons........... 400 1,200 Other building material a.............................. 633 tons........... 633 7,835 Salt........................... ..... ......... 58 tons............. 58 522 Hay and feed...... ............ ...................... 600 tons........... 600 13,800 Grain... ..................................... 109,000 bushels .... 2, 255 71,850 Live stock..... .......... ........... ............ 400 head.......... 235 111,100 Fertilizer........ .......... ......................... 295 tons........... 295 10,325 Other produce b........................ .............. 3,901 tons......... 3,901 448,900 Merchandise c... ................................... 21,255 tons........ 21,255 2,125,500 Miscellaneous ......................................... 1,672 tons.......... 1, 672 29, 673 Total.... .......... ................ .............. 43,032 2,927,175 Decrease under 1908....................................... . .. . . . . a Included with "Other building material" are 600,000 laths, 300 tons of various building material. b Included with "Other produce" are 17,786 barrels of fish, 28,500 bushels of shellfish, 800 cases of eggs, 83,000 pounds of butter. cIncluded with "Merchandise" are 21,255 tons of freight not classified, carried on regular steamer lines and sailing vessels. a Included with "Miscellaneous" are 40,000 gallons of coal tar, 285 cords of wood. The above figures include local commerce, freight transshipped at Woods Hole, freight carried through the strait and stopping at Woods Hole, and that using the harbor for shelter. Local commerce is estimated as 18,395 tons, having an estimated value of $1,131,340. Commerce passing through Woods Hole strait is estimated as 24,637 tons, having an estimated value of $1,795,835. C 3. IMPROVEMENT OF NEW BEDFORD AND FAIRHAVEN HARBORS, MASSACHUSETTS. For history and project, see page 94 of this report. Operations during the past fiscal year.-The work of dredging in progress at the close of the last fiscal year under a continuing con- tract with the Coastwise Dredging Company, of Norfolk, Va., as shown in detail under " Contract in force " below, was continued until July 15, 1909, when the contract was completed. During the year 9,328 cubic yards of mud, sand, and gravel were removed from the harbor, under this contract, together with 65,430 cubic yards of bowlders, exceeding 1 cubic yard each in size, making a net total under the contract of 2,004,679 cubic yards of mud, sand, and gravel, and 515.83 cubic yards of bowlders exceeding 1 cubic yard each. During the progress of this work an area of ledge rock above the level of the bottom of the channel was uncovered near the north end of Palmers Island. The least depth of water on this ledge is 15.5 feet, although its full extent has not been fully developed yet. The United States dredge Gedney operated on maintenance work in the main channel between December 13, 1909, and January 8, 1910, when her port wheel was badly broken, probably from striking a rock on the dumping ground; 17,012 cubic yards of material was removed in this way. APPENDIX C- REPORT OF LIEUT. COL. SANFORD. 1129 Operations contemplated for the fiscal year ending June 30, 1911.- It is proposed to dredge to 25 feet depth in front of the New Bedford wharves for a short distance above and below the New Bedford and Fairhaven bridge, as authorized by the river and harbor act of March 3, 1909, somewhat extending the dredged area beyond that contem- plated in the original project; to widen the 25 feet deep channel leading from Buzzards Bay to the New Bedford wharves and to increase the 25 feet deep anchorage area between New Bedford and Fairhaven, as far as the funds will permit. Bids for dredging imme- diately above and below the bridge between New Bedford and Fish Island, as authorized by the river and harbor act of March 3, 1909, were received on April 23, 1910, but with the approval of the Chief of Engineers were rejected as being too high. It is believed that lower prices can be obtained by including this work in the larger con- tract to be let this summer. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement---------------- ------------- a $88, 500. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. AMOUNTS APPROPRIATED. Previous projects: As shown in House Document No. 421, Fifty-seventh Congress, second session --------------------------------------- b $159, 700. 00 March 3, 1905-------------------11, 000. 00 Total------------------------------------------- 170, 700. 00 Existing project: March 2, 1907------------------------------$100, 000. 00 May 27, 1908-------------------------------. 200, 000. 00 June 25, 1910--------------------------------- 50, 000. 00 - 350, 000. 00 Total--------------------------------------------------520, 700. 00 Received from sale of material-------------------------------- 9. 40 Total --------------------------------------- 520, 709. 40 CONTRACT IN FORCE. Contractor: Coastwise Dredging Company. Character of work: Dredging. Amount of work: About $270,000 worth, excluding contingencies. Rate per cubic yard: Twelve and seven-tenths cents. Date of approval: August 2, 1907. To commence: Within twenty days after date of notification of approval of the contract by the Chief of Engineers. To complete: On Qr before December 31, 1909. This is a continuing contract. a Exclusive of the balance unexpended July 1, 1910. b Includes item of $3,000, appropriated August 30, 1852, for survey of Taunton River and New Bedford Harbor. 1130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Vessel classification, 1909. Net Class. American. Foreign. Total. registered Passengers. tonnage. Registered: Steamers.......................... 5,422 3 5,425 1,216,367 271,786 Sailing ............................... 1, 575 42 1,617 114, 060 607 Barges................................... 824.......... 824 810,000......... Unregistered: Steamers ............................... 3,329..........3, 329 13, 316 .......... Sailing......... ..... ......... 1,030 4,120.......... Barges ................... 36 .......... 36 1,080 .........-- Total .................... .............. 12,216 45 12,261 2,158,943 272,393 Included with "Registered steamers" are 3,225 gasoline motor party and fishing vessels, 178 government steamers, 622 tugs, 88 large freight steamers, 34 steam yachts, 1,266 large steamers on regular lines. Included with " Registered sailing" are 1,000 small fishing vessels, 320 yachts, 255 freight schooners. Included with "Unregistered. steamers " are 3,329 small motor boats. Included with "Unregistered sailing" are 1,030 small sloops and catboats. Freight traffic. Article. Amount, in cus- Amount, in Valuation. tomary unit. short tons. i Coal...... ...... ........ .........--........... .... .. 1,038,931 $4,580,014.10 Oil......................... ......................... 3,379,377 gallons... 10,766 550, 698.16 Cotton.................................................. 200,391 bales....... 50,098 20, 039,100.00 Lumber ......................--- ......................... 34,968,220 feet...... 62,748 879,652.00 Shingles.......--..... ...--.............. . .... 12,484,000......... 1,562 46,815.00 Logs..................... ....................... 140............... 35 810.00 Brick............................... .................. 1,425,943....... 2,852 15,446.00 Stone-................. ................................... 320 tons........... 320 2,445.00 Sand and gravel ............. .......................... 1,009 tons........ 1,009 3,177.00 Other building material a.............................. 3,451 tons......... 3,451 33,473.50 Salt........................ ............... 10 tons............ 10 80.00 Hay and feed...................................................... 500 tons........ 500 11,500.00 Grain........................... ............... 46,000 bushels..... 1,025 34,250.00 Live stock...................... ............... 2,600 head......... 1,765 660, 300.00 Fertilizer.................... ................ 735 tons........... 735 5,325.00 Other produce b...................... ....... 12,129 tons......... 12,129 883,600.00 Manufactured iron and steel................. .. .... 3,711 tons... ...... 3,711 167, 600.00 Merchandise c........ ............................... 200,181 tons....... 200,181 19, 657,180.00 Miscellaneous a ........................ . .... 974 tons........ 974 35,724.00 Total.................................... 1,392,802 47,607,189.76 Decrease under 1908..... .. ... ............. .................... 119,083 a Included with " Other building material " are 4,213.000 laths, 1,680 barrels of plaster, 6,610 barrels of lime. 500 tons of lime rock, 380 tons of tiling. b Included with " Other produce " are 50,590 barrels of fish, 101,334 iushels of shell- fish and shells. Included with " Merchandise" are 200,181 tons of freight not classified, carried on regular steamer lines and sailing vessels. dIncluded with " Miscellaneous " are 89,900 gallons of coal tar, 300 tons of junk. C 4. IMPROVEMENT OF SAKONNET HARBOR, RHODE ISLAND. For history and project, see page 95 of this report. Operations during the past fiscal year.-Deterioration having oc- curred in the condition of the breakwater, an allotment of $4,000 was made from the appropriation for " Emergencies in River and Harbor APPENDIX C-REPORT OF LIEUT. COL. SANFORD. 1131 Works," act of March 3, 1909, for the necessary repairs to the break- water. Proposals were received for the work June 23, 1910, and rec- ommendation made of the award of the contract to E. S. Belden & Sons, Hartford, Conn., for about 1,500 tons of stone at $1.63 per ton and about thirty days' work with lighter at $6 per hour. Operations contemplated for the fiscal year ending June 30, 1911.- Repairs will be made to breakwater. AMOUNTS APPROPRIATED. Previous projects (as shown in H. Doc. No. 421, 57th Cong., 2d sess., p. 312) .. ___-_-- _ _----- $25, 000 Existing project: March 2, 1907 -__-_____._____-- -- ------- $10, 000 March 3, 1909 (allotted Feb. 26, 1910) 4, 000 - - 14, 000 Total-------------- -- ------------------------------- 39, 000 COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. Number. tered ton- Passengers. nage. AMERICAN. Registered: Steamers...... ........ ................... 1, 022 24, 853 38,878- Sailing .... ............................................ 80 720.......... Unregistered: Steamers........................ ............................... 1,760 5,280 350 Sailing...... ............ ................ ............. .. 400 1,600.......... Total...... ...................................... 3,262 32,453 39,228 Included with " Registered steamers" are 413 steamers on regular lines, 405 fishing steamers, 4 excursion steamers, 200 large motor vessels. Included with " Registered sailing" are 80 yachts, schooners, and sloops. Included with " Unregistered steamers " are 1,760 small motor boats. Included with " Unregistered sailing " are 400 small catboats and sailboats. Freight traffic. Article. Amount, in cus- Amount, in Valuation. tomary unit. short tons. I i i Coal........................ .................. 392 $2,800 Oil...................................................... 12,000 gallons...... 36 1,440 Lumber..... ...................... ................... 67,000 feet...- 100 1,250 Brick .................... ........................... 26,000........... 52 260 Cement..................................................... 475 barrels........ 80 950 Other building material .................................. 25 175 Hay and feed............... ................... 150 tons ........ 150 3,450 Grain........................ ................ 69,700 bushels-.... 1,550 47,550 Live stock............................................... 10 head......... 6 3,000 Fertilizer................................................... 60 tons........ 60 2,100 Other produce a....................................... 2,824 tons......... 2,824 344,720 Merchandise b... .................................. 2,070 tons....... I 2,070 207,000 Miscellaneous c............................................ 40 tons........ 40 700 Total.................................................----------------------------------------------...----- 7385 615, 395 over 1908. Increase ....... ............................ .. 2,411 .. a Included with " Other produce " are 19,150 barrels of fish. 4,500 cases of eggs. b Included with "Merchandise " are 2,070 tons of freight not classified carried on regular steamer lines. C Included with " Miscellaneous " are 10,000 gallons of tar. 1132 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. C 5. IMPROVEMENT OF TAUNTON RIVER, MASSACHUSETTS. For history and project, see page 96 of this report. Operationsduring the past fiscal year.-No work was done. Operationscontemplated for the fiscal year ending June 30, 1911.- It is proposed to make a survey of the improved portions of the river and to restore the channel depths where they are found to have deteriorated. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_____ ________ __________ a $5, 000 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. AMOUNT''S APPROPRIATED. Previous projects . $63, 000 Existing project: July 14, 1880 --------------------------------------- $17, 500 March 3, 1881---------------------------------------- 25, 000 August 2, 1882------------------------------------ 25, 000 July 5, 1884 .---... ------------------ --- 27, 500 September 19, 1890-------------------------------------7, 000 July 3, 1892 7, 000 August 18, 1894 .. ------- .5, 000 June 3, 1896 - ------------- .- --- -- 5, 000 March 3, 1899----------------- ---- -- - 7, 000 June 13, 1902- -- 5, 000 March 3, 1905 5, 000 March 23, 1909 (allotted March 29, 1909) .---------------- 5, 000 June 25, 1910--------------...--..----------------------- 5, 000 145, 000 Total _-------------------------- --- ------- 208, 000 COMMERCIAL ST. TISTICS. Vessel classification, 1909. Net regis- Class. Number. tered tonnage. AMERICAN. Registered: Steamers ~....... -----.. 744 17,200 Sailing ............ ............................................. 1,048 25,624 Barges.... --.. ... .................................. 1600.... 7.....-.... 98,720 Unregistered: Steamers.......................................................3,820 11,460 Sailing------------------ . ......-----------------------------------------.. 465 1,860 Total............................................................ 6,237 154,864 Included with "Registered steamers " are 204 tugs, 380 large motor vessels, 160 steam yachts. Included with "Registered sailing" are 88 freight schooners, 960 sailing yachts. a Exclusive of the balance unexpended July 1, 1910. APPENDIX C-REPORT OF LIEUT. COL. SANFORD. 1133 Included with," Unregistered steamers" are 3,820 small motor boats. Included with "Unregistered sailing" are 465 small catboats, etc. In addition to the above vessels 85 tugs, 86 schooners, and 887 small vessels used the lower or unimproved part of Taunton River. Freight trafiec. Amount, Article. Amount,in csto- in short Valuation. mary unit, tons. Coal ................ ............................................ 109,129 $448,004. 95 Lumber ...... ....................................... 500,000 feet........ 750 6,000.00 Brick ................................. ...... ... 1,205,000.......... 2,410 12,050.00 Sand and gravel .......................................... 6,420 tons........ 6, 420 22,470.00 Manufactured iron and steel .............. ............. 200 tons.......... 200 5, 200.00 Miscellaneous a............... .............. ........... 7,600 tons......... 7,600 29, 320.00 Total ................................................ .................. 126,509 523,044.95 Increase over 1908............................................................ 52,186 ............ a Included with "Miscellaneous" are 7,500 tons of fire clay and 100 tons of stove linings. In addition to the above commerce it is estimated that 49,090 tons of freight traffic, having an estimated value of $227,257, use the lower or unimproved part of Taunton River. C 6. IMPROVEMENT OF FALL RIVER HARBOR, MASSACHUSETTS. For history and projects, see page 97 of this report. Operations during the past fiscal year.-The work during the past fiscal year has been dredging with the U. S. dredge Gedney to main- tain the depths previously secured in the harbor and approach chan- nels. It was carried on between March 3 and June 30, 1910. From April 5 to April 27, 1910, the dredge was undergoing repairs. The amount excavated was 86,046 cubic yards. Operations contenmplated during the fiscal year ending June 30, 1911.-Complete maintenance work and begin work under new project. AMOUNTS APPROPRIATED. Previous projects, as shown in House Document No. 421, Fifty-sev- enth Congress, second session-------------------------------$30, 000 Existing projects: March 3, 1899 --------------------------------- $20, 000 June 13, 1902 -----------------------------------38, 000 March 3, 1903------------------------------ 117, 412 March 3, 1905 (allotted Sept. 30, 1909) 500 ----------------- March 3, 1909 (allotted Dec. 21, 1909) ---------------- 20, 000 June 25, 1910-------- ---------------------- 143, 000 338, 912 Total --------------------------------------------- a 368, 912 a Unexpended balance of 51 cents returned to United States Treasury. 1134 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY: COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. American. Foreign. Total. tered ton- Passengers. nage. Registered: Steamers ........................... 3,411.......... 3,411 2,244,509 321,15 Sailing..................................... 1,299 25 1,324 107,936 ......... Barges.................................8. 70870 870 732,100.......... Unregistered: Steamers .............................. 4,820 4,820 15,460.......... Sailing .................................. 1,335.......... 1,335 5,316 ............ Total............................... 11,735 25 11,760 3,105,321 321,495 Included with " Registered steamers" are 1,380 steamers on regular lines. 623 tugs, 655 large motor boats, 206 oyster boats, 170 steam yachts. Included with " Registered sailing" are 295 large freight schooners, 960 large sailing yachts. Included with " Unregistered steamers" are 4,820 small motor boats. Included with "Unregistered sailing" are 1,335 small sloops, catboats, etc. Freight traffic. Amount, in custom-I Amount, in Article. ary unit. short tons. Valuation. Coal.........................--- ........... 812, 204 $3,117,843.40 .............. 2,734,005 gallons... Oil ................................. 9,598 131,776.20 Cotton......................... .................. 166,127 bales....... 41,531 11,304,890.00 Lumber................ ........................... . 22,042,915 feet..... 35, 393 437,522.30 Shingles .............................................. 3,450,000........... 431 12, 937.50 Logs............................................................. 1,000.............. 250 6,000.00 Ties....... ............. ................. 7,994............. 600 5,196.00 Brick................................................ ...... 2,785,000.......... 5,570 27,850.00 Cement..................................................... 1,713 barrels....... 315 2,740.00 Stone...... ......................... .............. 2,000 tons......... 2,000 7,000.00 Sand and gravel...................................... 8,095 tons......... 8,095 25,970.00 Other building material a.................................. 11,457 tons......... 11,457 87,544.00 Hay and feed............... .............................. 100 tons....... 100 2,300.00 Grain... ----................................... 42,000 bushels..... 900 27,700.00 Live stock ........................................ ....... 1,331 head......... 791 S389,940.00 Fertilizer......................... ................ 390 tons........ 390 13,650.00 Other produce b........................................ 8,227 tons.-. ...... 8,227 321,440.00 Manufactured iron and steel.......................... 1,907 tons ......... 1,907 45,498.25 Merchandise c........................................ 374,297 tons....... 374,297 37,429,700.00 Miscellaneous d......................................... 17,673 tons........ 17,673 144, 487.00 Total.................................................................. 1,331,729 53, 541, 984. 6 Decrease under 1908................. ....... ................................. 37,429 * Included with "Other building material " are 10,000 tons of various building material, 6,790 barrels of lime. SIncluded with "Other produce " are 9,667 barrels of fish and 200,600 bushels of oysters. o Included with " Merchandise " are 374,297 tons of freight not classified carried on regular steamer lines and sailing vessels. a Included with " Miscellaneous " are 1,980 cords of wood, 3,000 tons of iron dross, 7,600 tons of fire clay and stove linings, and 3,000 tons of beer. The above figures include all commerce to and from Taunton River passing through Fall River Harbor. APPENDIX C-REPORT OF LIEUT. COL. SANFORD. 1135 C 7. IMPROVEMENT OF PAWTUCKET (SEEKONK) RIVER, RHODE ISLAND. For history and project, see page 99 of this report. Operations during the past fiscal year.-The work of dredging, under the contract with J. S. Packard, of Providence, R. I., dated August 12, 1908, in progress at the beginning of the fiscal year was continued until December 29, 1909, when it was discontinued for the winter. It was resumed March 3, 1910. During the year 205,123 cubic yards of sand, gravel, clay, and mud, and 183.518 cubic yards of bowlders exceeding 1 cubic yard each were removed, making a total, under the contract, of 598,600 cubic yards of dredging, and 253.099 cubic yards of bowlders exceeding 1 cubic yard each. This completed the 16 feet deep channel, 100 feet wide from Red Bridge to the lower end of the channel through the ledge rock, excepting for a length of about 2,400 feet near the upper end, in which the nar- rowest part of the channel is but 50 feet wide. This dredging was temporarily left by reason of a considerable shoaling of the river in its vicinity, due to spring freshets, and a large inflow of gravel from the sides of the cuts, making the total yardage of the completed channel greater than that provided for in the contract. Within this upper shoal portion of the channel there has been discovered an out- cropping of ledge rock above the level of the bottom of the 16-foot channel, a survey of which has been made. The work of excavating the ledge rock between the wharves at Pawtucket, under the contract with John J. Fitzpatrick, of Plattsburg, N. Y., dated August 8, 1908, in progress at the beginning of the fiscal year, was continued until January 11, 1910, when it was discontinued for the winter. It was resumed March 8, 1910, and completed June 8, 1910. The time limit of the contract, October 31, 1909, was waived by authority of the Chief of Engineers. During the fiscal year 3,557.03 cubic yards of rock were excavated, making a total of 5,697.62 cubic yards of excavation under the contract. This work completed the channel through the ledge rock to a width of 50 feet and depth of 16 feet. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-------------------------------- a $5, 000 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. AMOUNTS APPROPRIATED. Previous projects (as shown in H. Doe. 421, 57th Cong., 2d sess., p. 312)------------------------------- -------------------- $336, 000. 00 Existing project: March 3, 1905 --------------------------------- $30, 000. 00 March 2, 1907 ---------------------------------- 135, 584. 00 165, 584. 00 Total ------------------------------------------------- 501, 584. 00 Received from sale of material 9. 59 1----------------------- Total ------------------------------------------------- 501, 603. 59 a Exclusive of the balance unexpended July 1, 1910. 1136 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACTS IN FORCE. Amount Character of Rate per Date of ap- Contractor. of work. work. cubic proval. To commence. To complete. yard. 1-1 Cu. yds. J. S. Packard. 545,000 Dredging.... $0.14 Aug. 27,1908 In 30 days af- Within 14 months ter notifica- after notification, tion. exclusive of De- cember, January February, and March. John J. Fitz- 5, 500 Removal of 6.66 .... do........ do....... ..... Within 10 months patrick. ledge rock. after notification, exclusive of De- cember, January February, and March. COMMERCIAL STATISTICS. Vessel classification, 1909. Net Class. American. Foreign. Total. registered Passengers. tonnage. Registered: Steamers...... ...................... ........... 4,717 162, 612 56,931 Sailing....................................... 246 5 251 27.082.......... Barges................................. 457 457 343,496 ........ Unregistered: Steamers.... ........ ............. 3,020.......... 3,020 12, 080......... Sailing................................ 331 .......... 331 1,324 ......... Barges.................................. 728 ........... 728 544,150.. Total................................. 9,499 5 9, 504 1,090,744 56, 931 Included with "Registered steamers" are 172 excursion steamers, 1,967 oyster boats, 1,598 tugs, 980 large motor vessels. Included with "Registered sailing " are 144 large freight schooners, 107 small sail vessels. Included with " Unregistered steamers" are 3,020 small motor boats. Included with "Unregistered sailing" are 331 sloops, catboats, and small sailboats. Included with " Unregistered barges" are 728 scows and barges loaded with oil, ansunonia liquor, iron scraps, etc. Freight trafc. Article. Amount, in cus- tomary unit. Amount, in Valuation short tons. Coal ................ ............................................. .. ..... 294,600.0 $1,205,101.75 Oil ...... ............................... 22,228.744 gallons.. 68,761.5 1,093, 074.64 Lumber............................................... 10,559,020 feet.... 11.615.0 171,935.40 Brick. ...... ........................................ 1,553,000........... 3,106.0 15,531.00 Cement .......... ............................. 400 barrels........ 74.0 988.00 Stone.......... ..................................... 100tons.......... 100.0 300.00 Sand and gravel ...................................... 425 tons......... 425.0 987.50 Other building materiala .............................. 762 tons............ 762.0 7, 823.10 Fertilizer ... ......... . ... ........................ 1,130.5 tons....... 1,130.5 33,915.00 Manufactured iron and steel ........................... 20,960 tons....... 20,960.0 649,375.00 Other produce b........... ...... ............. 57,993 tons........ 57,993.0 960, 666. 70 Miscellaneous c................................. ........ 15,728 tons........ 15,728.0 1,386,296.00 Total....................... .......... ................. .. 475,255.0 5,525,994.09 Increase over 1908.......................................................... 52,885.0 ........... * Included with "Other building material " are 2,146,300 laths. b Included with " Other produce " are 1,780,169 bushels of oysters and oyster shells. c Included with " Miscellaneous " are 5,703 tons of copper bar, 134,181 gallons of coal tar, 1,897,002 gallons of ammonia liquor. APPENDIX C-REPORT OF LIEUT. COL. SANFORD. 1137 C 8. IMPROVEMENT OF PROVIDENCE RIVER AND HARBOR, NARRAGAN- SETT BAY, AND GREEN JACKET SHOAL, RHODE ISLAND. For history and project, see page 101 of this report. Operations during the past fiscal year.-The work was confined to maintenance in Providence Harbor and River. The U. S. dredge Gedney was employed in that work between July 30 and September 18, 1909, during which time 20,285 cubic yards of mud were excavated. Operationscontem plated for the fiscal year ending June 30, 1911.- To continue the work of maintenance and begin work under the projects described in House Document No. 919, Sixtieth Congress, first session, and House iDocument No. 606, Sixty-first Congress, second session. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement --------------------------- __ a $300, 000. 00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. AMOUNTS APPROPRIATED. PROVIDENCE RIVER AND HARBOR AND NARRAGANSETT BAY. Previous projects ---------- ------ ----- $1, 174, 549. 00 Received from sale of material.______-_____ $143. 39 Received by reimbursement from Col. W. R. Livermore---...-----------------------------------. 48 151. 87 1,174, 700. 87 Existing project: June 13, 1902_- ---- -- - - - ___________-- 100, 000. 00 March 3, 1905------------------------------ 100, 000. 00 June 30, 1906 ------------------------------- 305, 000. 00 March 2, 1907_ -___-_____-___ _________ 90, 750. 00 March 4, 1907------------------------------ 102, 778. 00 March 3, 1909 (allotted Apr. 14, 1909)---------- 15, 000. 00 June 25, 1910 -------------------------------- 5, 000. 00 788, 528.00 Received from sale of material= __-________.__-- -- 7. 23 1, 963, 236.10 FOR GREEN JACKET SHOAL. As shown in House Document No. 421, Fifty-seventh Congress, second session, page 312--- -.---. -_ 104, 250. 00 Tntnal JL J C4& - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2, 067, 486.10 a Exclusive of the balance unexpended July 1, 1910. 56932°--ENG 1910--72 1138 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Vessel classification, 1909. Registered Class. American. Foreign. Total. net Passengers. tonnage. Registered: Steamers.... ... ......... .......... 7,393 .......... 7,393 2,559,806 853,191 Sailing ....................... 610 17 627 211,856 657 Barges........................... ... 1,400 ......... 1,400 1,757,359 ........... Unregistered: Steamers ............................. 12,000 .......... 12,000 36,000 24,000 Sailing................................. 500 .......... 500 2,000 1,000 Total........................................ 21,903 17 21,920 4,567,021 878,848 Included with "Registered steamers" are 2,676 steam and gasoline oyster boats, 947 tugs, 90 gasoline fishing schooners, 2,783 large steamers on regular lines. Included with "Registered sailing" are 300 sailing yachts. Included with "Unregistered steamers " are 12,000 small motor boats. Included with " unregistered sailing" are 500 small catboats. Freight trafic. Article. Amount, in cus- Amount, in Valuation. tomary unit. short tons. Coal .................... ................................ 2,659,969.0 $9,922,315.60 Oil ............................................... 49,638,144 gallons.. 174,215.5 8,275,679.14 Cotton ............................................... 206,909 bales.... 51,728.0 15, 510,675.00 Lumber........ ................ .............. 34,393,757 feet.... 53, 629.0 700,744.00 Shingles-........ ..........- 1,750,000........... . .............-- 219.0 6, 562.50 Logs ................ .......... ................ 5,000.............. 1,250.0 30,000.00 Brick ............................................ 4,691,100........... 9, 382.0 53, 377.00 Cement.............................................. 4,900 barrels....... 895.0 8,188.00 Stone........................... ............. 10,900 tons........ 10, 900.0 41,369.25 Sand and gravel......:............................... 26,510 tons......... 26,510.0 65,777.50 Other building material a............................ 5,018 tons......... 5,018.0 53,094.90 Salt..: ........ ............. ............... 2,982 tons.......... 2,982.0 23,856.00 Bay and feed .......... ................... 300 tons........... 300. 0 6, 900. 00 Grain....................................... 49,000 bushels..... 1,175.0 37,350.00 Live stock............................................. 657 head.......... 360.0 161,740.00 Fertilizer ...................................... .. 1,426.5 tons....... 1,426.5 44, 275.00 Other produce b ............................. 75,590 tons. ....... 75, 590.0 1, 383,616.70 Manufactured iron and steel ............. ..... 23,936 tons....... 23,936.0 719,427.37 Merchandise c................................... 667,647 tons....... 667,647.0 66, 697,200.00 Miscellaneous d................................... 47,850 tons. ....... 47, 850.0 2, 399, 412.00 Total.............. ................................................ 3,814,982.0 106,141,559.96 Increase over 1908.................................................. 435,408.0 ............. * Included with " Other building material " are 5,291,300 laths, 23,546 barrels of plaster, 8,066 barrels of lime. b Included with " Other produce " are 8,525 barrels of fish, 2,281,269 bushels of oysters and shells, 5,250 cases of eggs. o Included with " Merchandise " are 667,647 tons of freight not classified carried on regular steamer lines and sailing vessels. d Included with " Miscellaneous " are 3,052,502 gallons of ammonia liquor, 134,181 gal- lons of coal tar, 25,403 tons of chemicals, 5,703 tons of copper bar, 500 tons of junk. The above figures include 475,255 tons to and from Pawtucket River passing through Providence Harbor. C 9. IMPROVEMENT OF HARBOR AT COASTERS HARBOR ISLAND, RHODE ISLAND. For history and project, see page 103 of this report. Operations during the past fiscal year.-The work during the year has been the survey of the channel and basin from the causeway south to the open harbor. APPENDIX C--REPORT OF LIEUT. COL. SANFORD. 1139 AMOUNTS APPROPRIATED. September 19, 1890-------------------------------------------- $5, 500. 00 June 6, 1900 June 13, 1902 (allotment) __________----------------4, (allotment)-------- ------- 661. 87 8,338.13 March 3, 1909 (allotment) - _____________ ___----------150. 00 Total __ __ 18, 650.00 COMMERCIAL STATISTICS. There are no commercial statistics obtainable for this harbor. C 0. IMPROVEMENT OF NEWPORT HARBOR, RHODE ISLAND. For history and project, see page 104 of this report. Operations during the past fiscal year.-No works of improvement have been in progress during the fiscal year. A survey of the ledge rock areas uncovered in dredging in the southern part of the harbor has been made. Operationscontemplated for the fiscal year ending June 30, 1911.- It is proposed to apply the existing balance to the removal of those portions of the ledge rock which form the most dangerous obstruc- tions, and to apply the appropriation and continuing contract author- ization made in the river and harbor act of June 25, 1910, to com- pleting the excavation of the 18 feet deep anchorage area, in accord- ance with the project approved by that act. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------- ___--- __ a $183, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. AMOUNTS APPROPRIATED. Previous projects: As shown in House Document 421, Fifty-seventh Congress, second session ----------------------------------------- $234, 841. 67 March 3, 1905 (allotted March 19, 1906) --------------------- 10, 000. 00 244, 841. 67 Existing project: March 2, 1907 --- __---------------------- --- $85, 000 May 27, 1908 ________________________--- ______- 112, 100 March 4, 1909------------------------------------ 53, 800 June 25, 1910 .__-__-____-_____ __________--- -- 50, 000 300, 900. 00 Received from sale of material ---------------------------------- 11. 32 Total ------------------------------------------------- 545, 752. 99 a Exclusive of the balance unexpended July 1, 1910. 1140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. Number. tered ton- Passengers. nage. AMERICAN. Registered: Steamers ................... ............................ 8,758 3,330,067 927,979 Sailing........................................................... 2,846 213,760 11,710 Barges.................................................................... 3,183 3,183,000 ............ Unregistered: Steamers .... .. ............ ... ................... 15,045 60,180 30,090 Sailing ................................. ............................. 3, 300 13, 200 6, 600 Total....... ....................................... 33,132 6,800,207 976,379 Included with "Registered steamers" are 3,205 steamers on regular lines, 871 tugs, 761 fishing steamers, 127 naval steamers, 737 steam yachts, 2,955 large motor vessels, 102 large freight steamers. Included with " Registered sailing" are 993 freight schooners, 653 sailing yachts, 1,200 large sail vessels. Included with "Unregistered steamers" are 15,045 small motor boats and power catboats. Included with " Unregistered sailing" are 3,300 small sailboats. Freight traffic. Article. Amount, in cus- Amount, in Valuation. tomary unit. short tons. Coal.................................................... .. 142,132.0 $586,044.40 Oil .................................................... 1,158,784 gallons... 3,724.0 111,347.23 Lumber................. .......................... 2,060,039 feet.... 3, 274.0 54, 947.48 Shingles .................................................. 18,000............ 2.0 67.50 Logs...................................... 230................ 58.0 1,840.00 Brick.......................... .... ...................... 1,530,000.......... 3,060.0 16,335.20 Cement..................................... 713 barrels........ 113.0 1,140. 80 Stone.. ... ............. .................... 8,500 tons......... 8,500.0 35,000.00 Sand and gravel............ ...................... 9,495 tons......... 9,495.0 13,493.00 Other building materiala............. ............. 1,073 tons.......... 1,073.0 7,486.40 Live stock................................. .......... 1,666 head........ 1,030.5 575,387.00 Fertilizer........ .. ............................ 899 tons.......... 899.0 27,000.00 Other produce ................................ .... 19,557.3 tons....... 19,557.3 1,611,185.44 Merchandisec...................................... .. 42,913 tons........ 42,913.0 16,025,580.00 Miscellaneous d............. . . .. ...... ...... 4,093 tons.......... 4,093.0 14,374.00 Total..... .. ................................................. 239,923.8 19,071,228.45 a Included with " Other building material " are 24,000 laths, 875 tons of various build- ing material. Included with " Other produce " are 107,636 barrels of fish, 3,336 bushels of shellfish, 1,600 cases of eggs, 4,500 tons of ice. cIncluded with " Merchandise" are 13,181 tons of ekpress matter, 29,732 tons of freight not classified carried on steamers on regular lines and sailing vessels. SIncluded with " Miscellaneous " are 2,043 cords of wood. In addition to the local commerce given above an estimated amount of 1,977,625 tons, having an estimated value of $26,676,512, passed through the harbor and used it as a harbor of refuge. The falling off in value of this com- merce is due to a large amount of high-class freight from Boston and points north of Fall River being temporarily diverted to an outside freight line from Boston to New York. At the same time there was a considerable increase of schooner and barge freight using the harbor. Increase over 1908, 39,393 tons, local commerce. Decrease under 1908, e4,275 tons, total commerce. APPENDIX C--REPORT OF LIEUT. COL. SANFORD. 1141 C Ii. HARBOR OF REFUGE AT POINT JUDITH, RHODE ISLAND. For history and project, see page 106 of this report. Maintenance work only has been in progress during the fiscal year. Some damage to the top and sides of the breakwater was occasioned by storms. Between November 8 and December 23, 1909, 6,957 tons of stone, at $1.97 per ton, were placed on the breakwater under a contract with E. S. Belden & Sons, of Hartford, Conn., dated Sep- tember 25, 1909, and thirty-three days' work of lighter and crew, at $65 per day, were utilized in rearranging and replacing stone that had been misplaced, but not carried away, under a contract with the T. A. Scott Wrecking Company, of New London, Conn., dated September 27, 1909. During January and February, 1910, very severe storms, accompanied by high tides, occasioned further damage, and 219 tons of stone, at $2.23 per ton, were put in the breakwater on March 5, 1910, under a contract with E. S. Belden & Sons, of Hartford, Conn., dated February 23, 1910. This small amount of stone was urgently needed for support to one of the temporary lights used on the break- water. The commissioners to assess the cost of the land condemned to the uses of the United States at the shore end of the breakwater submitted their report to the United States circuit court January 24, 1910, awarding damages for the land of $7,100. Three small lights were maintained on the breakwater by the Engineer Department. Operations contemplated for the fiscal year ending June 3, 1911.- It is proposed to repair the damage to the breakwaters occasioned by storms and to construct the western shore arm of the harbor in accord- ance with project adopted by the river and harbor act of June 25, 1910. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: ' For works of improvement____--- ___------_____ -- _ $80, 000 For maintenance of improvement_ _______ ------ __ 20, 000 _- - a $100, 000 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. AMOUNTS APPROPRIATED. September 19, 1890____----------______________________________ $75, 000. 00 July 13, 1892 ---------------------- __ ----- 75, 000. 00 March 3, 1893 ----------------------------------------------- 100, 000. 00 August 18, 1894___--__-- __--_----___-__________ _ 100, 000. 00 March 8, 1895 ----------------------------------------------- 300, 000. 00 June 11, 1896______-___---__--- 300, 000. 00 June 4, 1897------------------------------- --------- 300, 000. 00 June 13, 1902-------------------------------------------- 100, 000. 00 March 3, 1905 ------------ ---------------------------------- 100, 000. 00 June 30, 1906____ ----- ___---- _______ _____________ 100, 000. 00 March 2, 1907 ----------------------------------------------- 100, 000. 00 May 27, 1908 ------------ 170, 000. 00 March 2, 1907 (allotted Aug. 8, 1908) ----- ------- 10, 000. 00 a Exclusive of the balance unexpended July 1, 1910, 1142 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. March 3, 1909 (allotted Mar. 29, 1909)---------------- $10, 000. 00 June 25, 1910----------------------------- -------------- 175, 000. 00 Total--- ---------------------- 2, 015, 000. 00 Received from sale of material__- ____---------------------43. 61 2, 015, 043.61 CONTRACTS IN FORCE. Rate. Contractor. Amount of Character of Date of To com- mplete. work. work. Per Per approval. mence. ton stone. day. The T. A. Scott About 35 Lighter replac- ...... $65 Nov. 3, 1909. Within 15 Within 3 Co. (Incorpo- days. ing displaced days after mon ths rated.) stone. notice of after no- approval. tice of ap- proval. E. S. Belden & Ab o u t Furnishing and $1.97 ...... Oct. 19,1909. ..... do....... Do. Sons. $12,500 placing stone. worth. Do........... 200 tons... ..... do .......... $2.23 ...... No approval On or be- On or be. required. fore Mar. tore Mar. 5, 1910. 5, 1910. COMMERCIAL STATISTICS. Number of vessels passing Point Judith during the hours of daylight in the calendar year 1909 is estimated from a report of Mr. Amos P. Teft, keeper Point Judith life-saving station, as follows: Schooners ------------------ 5, 435 Revenue cutters --------------- 17 Steamers .. ___------ 5, 484 War vessels------------------- 62 Barges ------------------ 7,268 Torpedo boats--___ 49 Sloops _-------______ Brigs -------------------- _2, 556 Government survey boats ..... 4 Submarines ------------------- 19 11 Barks ---------------------- 17 Government tugs -------------- 7 Ships __-_____------------12 United States cable ships ..... 1 Light-house tenders ------------ 78 United States colliers.---------- 7 It is estimated that one-half as many more passed during the hours of darkness. Table of vessels entering and leaving Point Judith harbor of refuge during "the fiscal year ending June 30, 1910, exclusive of the contractor's plant, each entrance and departure being counted as one. Tugs. Barges. Schoon- ers. Sloops. Steam- ers. Yawls. Total. 1909. July................................ 2 1 31 33 6 3 76 August........................... 3 1 26 40 19 ...... 89 September............................ 3 3 30 18 2 ........ 56 October...................................... 4 26 17 8 1 56 November.............-- ............... 2 4 19 9 5 1 40 December....................... ......... 2 5 7 ..... 2 ........ 16 1910. January.....--... .................... ..... 2 1 1 5....... 5 February......................... .... 1 ... 1 1 2 5 March..... ............................ .... ....... 2 5 3 5 ........ 15 April .......... ............... 2 4 39 3 4 ........ 52 May...............................39 39 ........ 2 ............. 41 June........................ ..... ............ .... 59 3........ ........ 62 Total............................. 16 24 284 128 56 5 513 From the above table it appears that the harbor is comparatively little used by tugs and barges, and its greatest use by other vessels is in the summer months. APPENDIX C--REPORT OF LIEUT. COL. SANFORD. 1143 C 12. IMPROVEMENT OF ENTRANCE TO POINT JUDITH POND, RHODE ISLAND. For history, see page 108 of this report. Operations during the past fiscal year.-No work of improvement has been in progress during the past fiscal year. This locality is not considered worthy of further improvement or maintenance for the following reasons: First, on account of the great cost as compared with the benefit to be derived; second, because the advantages would be purely local; third, because it might be found advisable not to maintain the improvement permanently in case the proposed inland waterway from Boston, Mass., to Beaufort, N. C., should be constructed. AMOUNTS APPROPRIATED. July 13, 1892---------------------------------------------------- $7, 500 August 18, 1894 --------------------------------------------------- 2, 500 March 3, 1905----------------------------------------------------2, 000 March 2, 1907------------------------------------ 8, 000 Total ..--------------------------------------- -------------- 20, 000 COMMERCIAL STATISTICS. For commercial statistics for this locality, see report for improving harbor at Point Judith, Rhode Island. C I3. HARBOR OF REFUGE AT BLOCK ISLAND, RHODE ISLAND. For history and project, see page 109 of this report. Operations during the past fiscal year.-A contract was entered into with the J. S. Packard Dredging Company, of Providence, R. I., under date of July 12, 1909, for dredging to maintain the depth in the harbor, at the rate of 211 cents per cubic yard. Work under this contract was commenced August 2, 1909, and continued until October 21, 1909, when the contract was completed. Forty thousand cubic yards of sand and 16.771 cubic yards of bowlders exceeding 1 cubic yard each were removed under the contract. A severe storm accompanied by an unusually high tide occurred in December, 1909, which destroyed a portion of the old cribwork connecting the main breakwater to the shore and washed some shingle and cobblestones into the inner harbor. Temporary repairs were made by building a timber barrier alongside of the crib to stop the wash into the basin. Lights were maintained at the entrance to the harbor during the year by the Engineer Department. 1144 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations contemplated for the fiscal year ending June 30, 1911.- Maintenance of the depth in the harbor and of the connection between main breakwater and the shore. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _ _--------------------------- a $12, 500 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. AMOUNTS APPROPRIATED. Previous projects ----------------------------------- $401, 500. 00 Existing projects: June 3, 1896------------------------------- $5, 000. 00 March 3, 1899 -------- ------------------- 10, 000. 00 June 6, 1900 (allotted Apr. 18, 1902) , 500. 00 4------------- June 13, 1902-- --------------------------- 30, 000. 00 March 3, 1905 ----------------- ---- 50, 000. 00 March 2, 1907 ------------------------------- 20, 000.00 March 3, 1909 (allotted Apr. 9, 1909)-------------12, 500. 00 June 25, 1910---------------------------------- 12, 500.00 144, 500. 00 Total-------------------------------------------------- 546, 000. 00 Amount returned to the United States Treasury------------------ 2, 108. 83 Total------------------------------------------- 543, 891. 17 COMMERCIAL STATISTICS. Vessel classification, 1909. Net regis- Class. Total. tered Passengers. tonnage. AMERICAN. Registered: Steamers...................... ........................ 4,908 92,256 46,078 Sailing .................................................. ......... 3,850 40,840 500 Unregistered: Steamers......................... ........................ 6,320 25,280 .......... .... Sailing .................................... 580 2,320 .......... Total................... ................................. 15,658 160,696 46,578 Included with "Registered steamers" are 173 steamers on regular lines, 25 government steamers, 10 tugs, 100 fishing steamers, 4,600 large motor vessels. Included with " Registered sailing " are 15 large freight schooners, 300 yachts, 60 small freight schooners, 3,485 fishing schooners and sloops. Included with "Unregistered steamets" are 6,320 small motor boats and power catboats. Included with "Unregistered sailing" are 580 small sailboats. a Exclusive of the balance unexpended July 1, 1910. APPENDIX C-REPORT OF LIEUT. COL. SANFORD. 1145 Freight traffic. Article. ary incustom- Amount, unit. Amount, in Valuation. short tons. Coal .... ............. ............................... 3...1..... 3,153.0 $18,224.50 Oil..... ......................................... 105,000 gallons.... 322.0 11,600.00 Lumber ......................................... ...... 356,000 feet........ 535.0 6,965.00 Shingles. ........................ ............ 500,000............ 62. 5 1,875.00 Other building material a ......................... ...... 302.5 tons.... .... 302.5 3,200.00 Hay and feed........... ............................. 100 tons.......... 100.0 2,300.00 Grain ........ .................................. 16,400 bushels.... 365.0 11,650. 00 Live stock....................................... 140 head.......... 78.0 27,600.00 Fertilizer ................................................. 115 tons.... ... .. 115.0 4,025.00 Other produce b ........................... .. 3,389 tons........ 3,389.0 271,451.00 Merchandise c...................... 1,713 tons........ 1,713.0 139,050. 00 Miscellaneous 'd........................................ 304 tons............ 304.0 1,064.00 Total ..................................... ............. 004.50 Decrease under 1908.... ............................. ................ 1,422. 0 ........ a Included with " Other building material" are 500,000 laths. b Included with " Other -produce " are 17,670 barrels of fish, 727 tons of ice, 500 cases of eggs. oIncluded with " Merchandise " are 1,713 tons of freight not classified carried on regular steamer lines and sailing vessels. d Included with " Miscellaneous " are 152 cords of wood. C 14. IMPROVEMENT OF GREAT SALT POND, BLOCK ISLAND, RHODE ISLAND. For history and project, see page 110 of this report. Operations during the past fiscal year.-The U. S. dredge Gedney resumed maintenance dredging in the channel leading to the Great Salt pond on December 6, 1909, but the cast-iron shell of the star- board pump was broken by the stones passing through it, and on December 11 the dredge was transferred to other work in order that cast-steel parts could be furnished to replace the cast iron. Seven hundred and sixteen cubic yards of sand, clay, and stones were re- moved. It is expected that the Gedney can resume work soon at this locality. The expenditures were for cast-steel parts for the Gedney and for the work done. Operations contemplated for the fiscal year ending June 30, 1911.- Maintenance of depth in the entrance channel, and dredging and jetty construction as provided in the existing project. AMOUNTS APPROPRIATED. June 3, 1896 ----------- ------- --- $40, 000 March 3, 1899 ------------------------------------------------ 50, 000 June 13, 1902----------------------------------- -------------- 50, 000 March 3, 1905 ------------------------------------- --- 30, 000 March 2, 1907 ------------------------------------------- 30, 000 March 3, 1909 (allotted Apr. 10, 1909) ______ ___ ____ 12, 500 June 25, 1910___ ____------ --------- --------------- 30, 000 242, 500 1146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Vessel classification,1909. Net regis- Class. Number. tered ton- Passengers. nage. AMERICAN. Registered: Steamers................. ..... .................. 3,808 229,348 103,737 Sailing ....................................... ........................ 5,655 73,615 6,000 Barges......................... ............ ........... ..... 30 4,069 ........ Unregistered: Steamers............................................... 2, 800 8,400 ...... Sailing...................... ........... ........... ............. ..... 80 320 ......... ................... Total..................................... 12,373 315,752 109,737 Included with "Registered steamers" are 372 steamers on regular lines, 80 tugs, 30 fishing steamers, 30 government steamers, 3,280 large motor vessels. Included with "Registered sailing" are 35 large freight schooners, 1,200 yachts, 4,420 fishing vessels. Included with "Unregistered steamers" are 2,800 small motor boats and power catboats. Included with "Unregistered sailing" are 80 small sailboats. Freight trafic. Amount, Article. Amoun i cus- in short Valuation. tomary unit. Article. tons. Coal..... ....................... _ 1,590 $9,226 Oil.. .................... ............................... 33,000 gallons..... 103 3,444 Lumber.................................................. . 140,000 feet.... 207 3,045 Shingles............. ........................... 304,000............. 38 1,140 Other building material a.................................. 665 tons........... 665 2, 985 Hay and feed.,........................................ ....... 50...t.. 5 50 1,150 Grainm... ......................................... 7,200 bushels..... 160 5,150 Live stock................................... ............... 200 head....... 144 62,550 Fertilizer .............. ..............--...... 95 tons............ 95 3,325 Other produce b........................................4,025 tons......... 4,025 328,400 Merchandise c............ -....... .--............ 952 tons.......... 952 95,200 Miscellaneous d........................................... 200 tons.......... 200 700 Total.............................. ......................... 8,229 516.315 Decrease under 1908 ....... ................ .. ................ 2 9.............. a Included with " other building material " are 400,000 laths. SIncluded with "other produce " are 21,432 barrels of fish, 800 tons of ice, 500 cases of eggs. o Included with " merchandise " are 952 tons of freight not classified carried on regular steamer lines and sailing vessels. SIncluded with " miscellaneous " are 100 cords of wood. C 15. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. (a) Schooner Jennie French Potter, a five-masted schooner, loaded with coal. She had sunk on " Half Moon Shoal," the eastern end of "Horse Shoe Shoal," about 1 miles north-northeast of Cross Rip light ship, Nantucket Sound, Massachusetts, in about 18 feet of water. Her dimensions were 257.7 feet length, 44.3 feet beam, and 21 feet APPENDIX C--REPORT OF LIEUT. COL. SANFORD. 1147 depth, and of 1,993 gross tons. The wreck was reported as a 'dan- gerous obstruction to navigation and removal recommended June 28, 1909. The work of removal was commenced July 17 and completed August 25, 1909. The actual time worked was sixteen days, the remainder of the time was lost on account of bad weather. On breaking up and destroying the wreck 3,550 pounds of dynamite were expended in 265 charges. The total cost of removal was $1,616.93. (b) Schooner Charles J. Willard, loaded with molding sand from the Hudson River, struck the Sow and Pigs shoal near the western end of Vineyard Sound and sank in from 6 to 8 fathoms of water, 1 miles S. W. by S. from Cuttyhunk light-house, Massachusetts. Her dimensions were 106.1 feet length, 29.2 feet beam, 12.8 feet depth, and of 253 gross tons. The wreck was reported as a dangerous obstruction to navigation October 2, 1909, removal authorized Octo- ber 11, work of removal commenced November 21, and completed December 6, 1909. The actual time worked was two days, the re- mainder being lost by bad weather. In destroying this obstruction 300 pounds of dynamite were expended in 20 charges. The total cost of removal was $453.95. (c) Barge West Virginia, a four-masted barge loaded with 2,728 tons of coal, struck heavily on a westerly extension of the northerly part of the "broken part of Pollock Rip shoal" on September 29, 1909, and sank in about 10 fathoms of water about 1j miles S. by E. E. from Pollock Rip Shoals light vessel, Massachusetts. Her dimensions were 246.5 feet length, 44.3 feet beam, 19.2 feet depth, and of 1,564 gross tons. The wreck was reported as a dangerous obstruc- tion to navigation October 18, removal authorized October 23, work of removal commenced November 6, completed December 19, 1909. Between November 11 and December 7 the work was discontinued, the wrecking plant being urgently needed on another wreck. The actual time worked was four (lays, the remainder being lost by bad weather. In destroying the obstruction 800 pounds of dynamite were used in 50 charges. The total cost of removal was $951.27. (d) Barge Shenandoah, a schooner-rigged barge loaded with 1,400 tons of coal, sunk on the morning of October 28, 1909, due to a colli- sion with the steamer 1Powhatan, in the Pollock Rip channel about 1f miles SE. - E. from Shovelful light-vessel, Massachusetts, in about 4 fathoms of water. Her dimensions were 186.5 feet length, 35 feet beam, 16 feet depth, and of 841 gross tons. The wreck was reported as a dangerous obstruction to navigation November 4, re- moval authorized November 10, work of removal commenced Decem- ber 26, 1909, but had to discontinue the next day on account of a severe storm and the wrecking vessel freezing up in Stage Harbor, Chatham, Mass. It was resumed and completed in February, 1910. In destroying the obstruction 516 pounds of dynamite were expended in 51 charges. The total cost of removal was $608.65. (e) Schooner Merrill C. Hart, loaded with stone from Thomaston, Me., to New York, sunk on the morning of November 8, 1909, due to a collision with the barkentine John S. Bennett, on Block ,Island Sound, Rhode Island, in 22 fathoms of water, between 5 and 6 miles SW. j S. from the Point Judith whistling buoy. The Bennett sunk 1148 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. also. Eleven lives were lost by the sinking of these vessels. The di- mensions of the Hart were 97.9 feet long, 26.7 feet beani, 9.8 feet depth, and of 191 gross tons. The wreck was reported as a dangerous obstruction to navigation November 10, its removal authorized No- vember 11, 1909, the removal of the obstruction, consisting of floating wreckage attached to the sunken part of the wreck by rigging, was completed November 16, 1909. Careful search was made for the Bennett, but nothing was found of her at that time. Subsequently a spar, heel up, was discovered in the same locality attached to a sunken wreck by rigging. This was destroyed February 19, 1910, by the use of 25 pounds of dynamite in two charges. In removing the obstruc- tion 109 pounds of dynamite were expended in 16 charges. The total cost of the removal was $144.93. (f) Schooner Nettie B. Dobbin, loaded with cement, was wrecked on the north of Nantucket Island, Massachusetts, in 6 or 7 feet of water about 1 mile west 180 south of the outer end of the west jetty at the entrance to the harbor. Her dimensions were 81 feet length, 26 feet beam, 7 feet depth, and of 97 gross tons. The wreck was reported as a dangerous obstruction to navigation on June 1, 1910, its removal authorized June 4, work of removal commenced June 20, and was completed June 29, 1910. Total cost of removal, $444.05. All work of removal of wrecks was performed by the government diver and outfit and a hired boat and crew. EMERGENCY CONTRACT IN FORCE. Contractor: George W. Crowell. Amount and character of work: Furnishing schooner and equipment for re- moval of wrecks, as may be needed. Rate: $20 per day. Date of approval: No approval required. Dated February 21, 1910. To commence: As required by the engineer officer in charge. To complete: One year after date. APPENDIX D. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW LONDON, CONNECTICUT, DISTRICT. REPORT OF LIEUT. COL. HARRY TAY.TOR, CORPS OF ENGINEERS, OFFI- CH~R IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. IMPROVEMENTS. 1. Pawcatuck River, Rhode Island and 9. New Haven Harbor, including West Connecticut. - River, Connecticut. 2. New London Harbor, Connecticut. 10. Construction of breakwaters at 3. Thames River, Connecticut. New Haven, Connecticut. 4. Connecticut River, between Hart- 11. Milford Harbor, Connecticut. ford, Connecticut, and Holyoke, 12. Housatonic River, Connecticut. Massachusetts. 13. Bridgeport Harbor, Connecticut. 5. Connecticut River, below Hartford, 14. Norwalk Harbor, Connecticut. Connecticut. 15. Harbors at Fivemile River, Stam- 6. Eightmile River, Connecticut. ford, Southport, Greenwich, and 7. Harbor of refuge, Duck Island, Con- Westport, and Saugatuck River, necticut. Connecticut. 8. Branford Harbor, Connecticut. UNITED STATES ENGINEER OFFICE, New London, Conn., July 20, 1910. SIR: I have the honor to transmit herewith annual report of the works of river and harbor improvements in my charge for the year ending June 30, 1910. Very respectfully, your obedient servant, HARRY TAYLOR, Lieut. Col., Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. D I. IMPROVEMENT OF PAWCATUCK RIVER, RHODE ISLAND AND CONNECTICUT. No work of improvement in the Pawcatuck River or the channel across Little Narragansett Bay was done during the fiscal year except the removal of a ledge opposite Pawcatuck Point, at the mouth of 1149 1150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the river, by the T. A. Scott Company (Incorporated), under an agreement made March 27, 1909, and the removal of a few scattering bowlders by the same company in completing their dredging contract. This work was completed September 10, 1909. A careful survey of the ledgy area was made, and the required depth of 10 feet was found to have been obtained. A channel 10 feet deep and 100 feet wide from Stonington Point to deep water at the mouth of the Pawcatuck River has been obtained, except a portion of the natural channel about 1,000 feet west of Folly beacon, where for a distance of about 700 feet the depth is slightly deficient. The survey made of the shore line from the mouth up river about 21 miles, and the soundings taken to the end of the dredged channel during May and June, 1909, were platted. A channel 10 feet in depth and 100 feet in width was found over the dredged portion except opposite Certain Draw Point, where a small ledge, estimated to contain 14 cubic yards, was found over which the depth was about 2 feet shoal, and a small area about Pawcatuck Rocks, where a cluster of bowlders or ledge was uncovered. At this point the deficiency in depth is from 1l to 2 feet. The project for the improvement of this river provides for a chan- nel 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 miles; and a width of 40 feet between the upper and lower wharves of Westerly, a distance of about one-half mile, at a cost estimated in the beginning of $200,- 361.60. Under this project a section of the channel 40 feet wide has been completed to the full depth along the wharves of Westerly, the 100-foot channel has been extended downstream 1,800 feet, and a channel through Little Narragansett Bay 100 feet wide and 10 feet deep, extending upstream to within 2,000 feet of the channel dredged downstream from Westerly, has been obtained with the exception of the small deficiencies in depth referred to above. This 100-foot chan- nel is also crooked and in places needs straightening. It is estimated that the dredging to connect the two portions of the channel already dredged, to straighten the channel where necessary, and to remove the crooked bends, will cost $15,000. In my opinion work for which the river and harbor bill approved June 25, 1910, appropriates sufficient money should be continued until this much of the project is completed; but work on the portion of the project which provides for widening the channel across Little Narragansett Bay from 100 to 200 feet should not be undertaken at the present time. The present channel appears to have met the demands of com- merce very satisfactorily, and on account of the narrow width be- tween the wharves at Westerly there is little probability that a much larger class of vessels than now navigate the river will be able to navigate it regardless of what width of channel is obtained across Little Narragansett Bay, and under the existing conditions the ex- penditure of the large amount necessary to obtain the increased width of channel is unadvisable. APPENDIX D---REPORT OF LIEUT. COL. TAYLOR. 1151 APPROPRIATIONS. -- - - -- -- - - -- - - - - -- - - Appropriations for previous projects a______ . $98, 400 June 3, 1896----------------------------------------------------15, 000 March 3, 1899---------------------------------------------------- 15, 000 June 13, 1902---- ----------------------------------------------- 9, 000 April 28, 1904 (allotted Aug. 1, 1905) -------------------------------- 4, 100 March 3, 1905 (near Watch Hill) ----------------------------------- 1, 000 March 2, 1907--- ---.---------- -- 33, 000 June 25, 1910--- 000 1----------------------- Total------------------------------------------------- 190, 500 COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers at Westerly, R. I.] Receipts and shipments. Articles. Quantity. Short tons. Coal .. ............. . ................. ................. .................................... 50,072 Lumber........................................................................................... 1,802 Paving blocks.............................. ................................................. 7,542 Sand and clay ................................................................. 1,008 Meat and groceries ................ . .. ......................................... 300 Total........................... .. ...................................... 60,724 Valuation of tonnage, $280,504.09. Passengers, 9,000. Tonnage shows an increase of 1,687 short tons, or about 2.5 per cent over that reported for 1908. D 2. IMPROVEMENT OF NEW LONDON HARBOR, CONNECTICUT. No work of improvement was done during the fiscal year. The project for improvement of New London Harbor proper has been completed and it is now only necessary to maintain the im- provement, which should be done. The river and harbor act of June 25, 1910, appropriated $12,000 for deepening Shaws Cove, a branch of New London Harbor, from 12 to 15 feet. Work in Shaws Cove has heretofore been done under a modification of the Thames River project adopted in 1892, which authorized the deepening of this cove to 12 feet. No work has been done under the project as revised by the act of June 25, 1910. This revised project should be completed as authorized. APPROPRIATIONS. June 13, 1902 --------------------------------------------------- $25, 000 March 3, 1903--------------------------------------------------- 60, 000 April 28, 1904 --------------------------------------------------- 60, 000 March 3, 1905 ---------------------------------------------------- 2, 000 June 25, 1910 (for Shaws Cove) ---------------------------------- 12, 000 Total --------------------------------------------------- b 159, 000 a See pp. 353 and 354 of House Document No. 421, Fifty-seventh Congress, second session. bIncludes $3,600 carried to surplus fund. 1152 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and lshipments. Articles. Quantity. Short tons. Merchandise (steamboat freight)........... .. .. .................. 501,815 Coal............................................... .. ....... ......... ................ 159,045 Cotton............. ....................................................................... 17,311 Lumber........ .......... ................................................................ 6,169 Petroleum and petroleum products ....... ........................................... 10, 921 Empty oil barrels...................... ..................................................... 630 Sand .. .................................................................... 3,727 Brick, and clay products .. ................. .... 2............................. 2,180 Wagons and machinery............. .............. ................ . ........ 1,164 Stone paving blocks.......... ................................................... . 890 Riprap stone ................ .... ........................... ..... .1,099 19........... Live stock..... .. ................ .............................. ................... 438 Grain and farm produce.............. ...................................... ... 959 Wines and liquors .................................. .... .................. .378 Railroad ties ................................................................... 270 Fertilizer................................................. 200 Fish. ... ................................................ ............... 70 Shingles and lath ............................. .................... ................ . 36 Seal skins......... ........................................................................... 2 Porcelain vases ............................................................... (a) Baggage and mail................................................... .................... 464 Total......................... ...................................... .. . 707,768 a 10 pieces. Value of tonnage, $80,247,609. Passengers, 612,970. While the tonnage shows an apparent decrease of 39,199 short tons, or about 51 per cent, from that reported in 1908, there was an actual increase of 201,427 tons. This discrepancy is due to the fact that there was a duplication of 240,626 tons of steamboat freight in the report for 1909. Of the above, 174,319 short tons were shipments, valued at $30,086,532. [Furnished by collector of customs, port of New London.] Value of imports-------- $23, 739. 70 Duty on imports----------------- ----------- 1, 073. 58 Value of exports _--___ --- ,----------- --- --- ----- --- --- ___ 8, 667. 86 33, 481. 14 Foreign vessels: Entered--------------------- Cleared ------------------------------------------------ 4 Total ---------------------------------------------------- 6 Coastwise vessels: Entered--------------------------------------- 6 Cleared--------------------------------------- 2 Total ------------------------------------------------- 8 American vessels from foreign ports: Entered ---------------- 4---------------- Cleared ------------------ ------------------------------- 3 Total -- ------------------------------------------------- 7 APPENDIX D--REPORT OF LIEUT. COL. TAYLOR. 1153 D 3. IMPROVEMENT OF THAMES RIVER, CONNECTICUT. No work of improvement was done during the fiscal year. The expenditures made were in connection with surveys for obtaining data in regard to maintenance of the improvement. The existing project for the improvement of this river is regarded as a worthy one and should be completed. APPROPRIATIONS. Appropriations for previous September 19, 1890__------ . 20,000 project a --- - -- _____- $40, 300 July 13, 1892---------------- 30,000 June 23, 1866___ ----- __ 10,000 August 18, 1894 ...------------- 12,500 March 3, 1867_______-__-_ 72, 000 June 3, 1896-------------- 12,000 March 3, 1871 15, 000 March 3, 1899-- ------------ 20,000 June 10, 1872 .. 10, 000 June 13, 1902-------------- 1.5,000 June 18, 1878----- --------- 10, 000 March 3, 1905-------------- 34,100 March 3, 1879 1--------------- 2, 000 March 2, 1907--------------30,000 June 14, 1880----------- 22, 500 September 20, 1909, recovered March 3, 188 --- 30,000 from defaulting contractor 200 August 2, 1882------------ 35, 000 June 25, 1910--------------- 11, 500 July 5, 1885_-_________- 25, 000 August 5, 1886-_ 22, 500 Total ----------------- 539, 600 August 11, 1888_------- __ $50,000 COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. Articles. Quantity. THAMES RIVER. O/ort tons. Coal ... ..... ................................................................. 429,794 Lumber....................... ........................................ 24,371 Merchandise (steamboat freight)......... ................... .... ............... 25,382 Wood pulp board and paper stock... ........ .................................... 9,122 Railroad ties............................................................................................... 2,450 Brick............................................... .................. 2, 974 Cord wood......... ......................................................................... 1, 953 Cem ent............. ................................................... 785 Sand..................................................................... 560 Steel...... ................................................................................ 168 Farm produce................................... .................................... 110 Miscellaneous................................................................................ 56 Total................................................ .............. ................. 497,725 SHAWS COVE. Coal.................................................................. 23,287 Brick......... ........ .......................... .............................. 1,277 Ties.................................................................. 140 Lumber.................................................. 400 Total........................... . . .............. 25,104 Passengers, 38,256. Total for Thames River, including Shaws Cove, 522,829 short tons. Valuation, $7,619,010. The tonnage shows an increase of 79,434 short tons, or about 18 per cent, over that reported for 1908. a See page 241 of House Document No. 421, Fifty-seventh Congress, second session. 56932°-ENG 1910--73 1.154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. D 4. IMPROVEMENT OF CONNECTICUT RIVER BETWEEN HARTFORD, CONNECTICUT, AND HOLYOKE, MASSACHUSETTS. No work of improvement was in progress during the fiscal year. There is no adopted project for this section of the river. APPROPRIATIONS. July 11, 1870__-- $20, 000 June 13, 1902 (surveyed) ... $25, 000 March 3, 1871- 20, 000 March 2, 1907 --------------- 5, 000 June 10, 1872---------------- 25, 000 March 3, 1873 20, 000 Total ______________a130, 000 June 14, 1880 ----.-. 15, 000 D 5. IMPROVEMENT OF CONNECTICUT RIVER BELOW HARTFORD, CONNECTICUT. At the beginning of the fiscal year dredging operations, under con- tract with the Hartford and New York Transportation Company, were in progress for maintenance of channels through the river bars, and under the contract mentioned 53,871 cubic yards of material were removed from July 1 to September 11, 1909, the day when the contract work was completed. Dredging was done at the fol- lowing places: Cubic yards. Cubic yards. Hartford lower bar . 4, 317 Dividend bar 4, 358 Clay Banks bar--------------- 5, 114 Pistol Point bar 723 Cys Hollow bar---- 937 Sears Shoal bar 11. 717 Press Barn bar------------ - 5, 210 Potash Shoal bar......------ 7, 779 Two Piers: Upper bar---- 6, 807 Total........ 53, 871 Middle bar------ 6, 909 On account of the unusually dry weather during the spring of 1910 the Connecticut River reached a stage such that it was neces- sary to begin the maintenance dredging earlier than usual. Under an open-market agreement with the Hartford and New York Trans- portation Company work was commenced on Sears Shoal bar April 21, 1910, and 10,272 cubic yards were removed, at a rate of 11 cents per cubic yard, under this agreement. On May 5, 1910, a contract was entered into with the Hartford and New York Transportation Company for such an amount of dredging as might be necessary for the maintenance of the channels during the season, at a rate of 11 cents per cubic yard. Work under a Of which $8,786.56 was carried to the surplus fund in 1907 and 1909. APPENDIX D-REPORT OF LIEUT. COL. TAYLOR. 1155 this contract was commenced May 5, 1910, and up to June 30 a total of 50,936 cubic yards was removed as follows: Cubic yards. Cubic yards. Hartford lower bar_---- ___ 9, 117 Sears Shoal bar-------- 8, 682 Press Barn bar-------___--- 118, 063 Dividend bar- -- __- _____ 15, 074 Total______ ----- __ 50, 936 The total amount of dredging, therefore, during the year was 115,079 cubic yards. The work of raising the Hartford dike, which was in progress at the beginning of the fiscal year, was continued until October 15, 1909, when the funds available for this work were exhausted. The material for this work was obtained by an open-market agreement from the Brainerd, Shaler & Hall Quarry Company, Portland, Conn., and the work of transporting and placing the stone was done by the United States lighter Panuco. From July 1, 1909, to the close of the work 2,803 tons of Large stone and 3,774 tons of small stone, a total of 6,577 tons, was placed on the dike, the large stone being used principally for raising the dike and the small stone for backing the large stone. Since the renewal of work on this dike was commenced, in September, 1907, 20,539 long tons of stone have been placed on the dike, raising it throughout its entire length to a height of between 8 and 10 feet, or to an average height of about 10 feet. The river and harbor act of March 3, 1909, authorized an examina- tion and survey of the Connecticut River up to Hartford. Report on the examination has been made and the field work on the survey has been completed. The report will be submitted in a short time. In the absence of any other project for the improvement of this section of the river the continuation of work on the existing project is desirable. APPROPRIATIONS. Appropriations for previous projects a___________________________$393, 670 August 12, 1888------------------------------------------------- 10, 000 September 19, 1890--____________________________________ 12, 500 July 13, 1892--------------------------------------------------- 20, 000 August 18, 1894- - _ ------- 20, 000 June 3, 1896-------------------------- 20, 000 March 3, 1899---------------------------------------------------20, 000 July 6, 1900 (allotted May 24, 1902) _____________________________--- 2, 000 June 13, 1902---------------------------------------------------- 30, 000 April 28, 1904 (allotted Aug. 1, 1904) ----------------------------- 11, 000 April 28, 1904 (allotted Nov. 10, 1904) ------------------------------ 1, 600 March 3, 1905--------------------------------------------------- 40, 000 March 2, 1907------------------------------------ 40, 000 March 3, 1909 (allotted Mar. 17, 1909) ----------------------------- 5, 000 March 3, 1909 (allotted Apr. 8, 1910)-------------------------------10, 000 June 25, 1910-------------------------------- -------------------- 36, 000 Total ---------------------------------------------------- 681, 170 a See page 338 of House Document No. 421, Fifty-seventh Congress, second session. 1156 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACTS IN FORCE. Contractor: The Hartford and New York Transportation Company. Dredging: Yardage, approximate, 90,000. Date of contract: May 20, 1909. Date of approval: June 3, 1909. Date of beginning work: June 1, 1909. Date of expiration: October 31, 1909. Rate: 11 cents per cubic yard, scow measurement. Contractor: The Hartford and New York Transportation Company. Dredging: Yardage, approximate, 80,000. Date of contract (emergency) : May 5, 1910. Date of beginning work: May 5, 1910. Date of expiration: October 31, 1910. Rate: 11 cents per cubic yard, scow measurement. COMMERCIAL STATISTICS FOR CALENDAR LrEAR 1909. Receipts and shipments. Articles. Quantity. Short tons. Coal..... .. .... ..--.... ....................................................................... 378,094 Steamboat freight ................................................. ......................... 117,300 Riprap stone....2..9. --...... 0................................. 29,049 Brownstone ..... ............... _.. . 2......--...---................-- 22,680 Granite, feldspar, etc-.......................... ................................ 11,200 Piles, ties, etc.......... ... ............................ ................... 30,000 Lumber...................... ................................................. 641 Lime, cement, brick, tile, and pipe.......... ... ................................ ... 13,440 Fertilizer.....112....................... .................................. 11,200 Nail rod........................................ ............................. 1,176 Total.......... ........ ...... ............ ............................ 614,780 Valuation, $27,162.737. Number of passengers, 68,831. Tonnage shows an increase of 99,199 short tons, or about 19 per cent, over that reported for 1908. D 6. IMPROVEMENT OF EIGHTMILE RIVER, CONNECTICUT. No work of improvement was done during the fiscal year, and no commercial statistics were collected. APPROPRIATION. June 25, 1910------------------------------------------- ----- $9, 000 D 7. IMPROVING HARBOR OF REFUGE, DUCK ISLAND, CONNECTICUT. At the beginning of the fiscal year the breakwater extending west- wardly from Duck Island, the only one this far built, was in bad state of repair owing to wave attack and to its having been built to much smaller cross section than originally projected. Between July APPENDIX D--REPORT OF LIEUT. COL. TAYLOR. 1157 24 and August 26, 1909, the outer or westerly end of the breakwater, which was in the worst condition, was repaired for a distance of 1,030 feet and the cross section of this portion enlarged to 8 feet wide on top, 9 feet high above mean low water, outer slope 1 on 1, inner slope 1 on 1. In addition to the above-named work, some small places near the inner end were repaired. The total amount of new stone delivered and placed was 3,278.32 long tons. In addition to adding new stone, a considerable amount of old stone was removed and replaced so as to form a more compact and stronger structure. The total time spent in rehandling old stone amounted to about twenty-one hours for a steam derrick barge and crew of seven men. The river and harbor act of June 25, 1910, made an appropriation of $60,000 for continuing this improvement in accordance with a report submitted in House Document No. 398, Sixtieth Congress, first session. This project provides for the omission of the two break- waters easterly of Duck Island, for the construction of a breakwater extending northwardly from Duck Island, and the construction of a breakwater extending southwardly from Stone Island south of Kelseys Point. As a matter of general benefit to navigation on Long Island Sound, the project as modified is second to none in importance on the Con- necticut coast, and it should be completed with as little delay as practicable. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement--------------------------------a $100, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. September 19, 1890---------- $25, 000 March 3, 1905------ -------- $6, 000 July 13, 1892---------------- 35, 000 June 25, 1910---------------- 60,000 August 18, 1894 ------------- 30, 000 June 3, 1896 ---------------- 24, 000 Total---------------- 180, 202 June 6, 1900 (allotted. Jan. 3, 1901) --------------------- 202 COMMERCIAL STATISTICS. Since February, 1907, the keeper of Duck Island light has kept a record of vessels using this harbor, and his reports to this office show that, during the calendar year 1909 800 vessels entered the harbor. D 8. IMPROVEMENT OF BRANFORD HARBOR, CONNECTICUT. No work of improvement was conducted by the United States dur- ing the fiscal year. Under permits issued by the Secretary of War to the Malleable Iron Fittings Company, located at the head of the improved channel, a Exclusive of the balance unexpended July 1, 1910. 1158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and to the town of Branford, authorizing certain changes in the dock line and the rebuilding of the bridge, a considerable amount of dredging was done. This work resulted in straightening the channel and extending it upstream 250 to 300 feet to the bridge, dredging to depth of 8 feet through the new draw opening, and doing a small amount of dredging above the bridge, so as to give better approach to the new draw. The net result is a distinct betterment to naviga- tion. A total of 11,811 cubic yards of material were removed and the entire work was done under the supervision of a United States inspector, the cost of this inspection being borne by the parties doing the work. The project for the improvement of Branford Harbor has been completed. The original estimate for the improvement of this harbor placed the cost of maintenance at $250 per annum. Experience has proved that this estimate is much too low and that the maintenance of the improvement will cost not less than $1,000 per annum. The project is worthy of maintenance, even at the increased cost. APPROPRIATIONS. June 13, 1902----------------1 $5, 000 June 25, 1910_ _ _ $2, 000 March 3, 1905 --------------- 3, 000 March 2, 1907 ---------------_ 5, 000 Total---------------15, 000 COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts. Articles. Quantity. Short tons. Coal and coke...--...........................................................16,114 Sand ..... ................. 11,023 Pig iron and iron ore...... ......................... ................... .... ......... 12,343 Lumber......................................................................... 1,400 Total -- Total................... ............ 40, 880 0.80.. Valuation of receipts, $269,772.80. No shipments reported for this year. The tonnage shows an increase of 98 per cent over that reported for 1908 and the value an increase of over 150 per cent over that reported for 1908. This increase is in all classes of freight handled, but particularly in iron and iron ore, the amount of which handled during 1909 was nearly 11,000 tons greater than during the previous year. The report for the past year is larger be over 20 per cent than any report received since the collection of these statis- tics has been made by the present method of obtaining direct reports from the shippers and receivers of freight. APPENDIX D-REPORT OF LIEUT. COL. TAYLOR. 1159 D g. 'IMPROVEMENT OF NEW HAVEN HARBOR, INCLUDING WEST RIVER, CONNECTICUT. An examination made in the spring of 1909 having shown that the Mill River channels and the 12-foot anchorage basin had seriously deteriorated in depth since the last dredging was done in the basin in 1905 and in Mill River in 1907, contract was entered into and work was begun July 3, 1909, for the restoration of these channels and basin to project dimensions. The work in the basin was com- pleted July 27, and the entire contract was completed September 9. The basin was restored to full depth to within 50 feet of the United States harbor line and both branches of the Mill River chan- nel restored to full project dimensions. The total amount of mate- rial removed from the basin was 61,558 cubic yards and from the Mill River channels 71,366 cubic yards. After the completion of the above-named work the contractors were engaged by private parties to dredge to depth of 20 feet some of the slips in the main harbor adjacent to the main channel, and as it seemed probable that with depth of 20 feet in these slips there would be a call for full depth in the main channel, which had somewhat shoaled since it was last redredged in 1905, an open-market agree- ment was made with the same contractors to do some dredging in the main channel at the same price as for their original contract in the 12-foot basin and Mill River channels. This work was begun Octo- ber 4 and completed October 21. The total amount of material removed under this agreement was 49,560 yards, and a channel vary- ing in nominal width from 50 to 100 feet, but actually at least 25 per cent wider, was dredged from a point abreast of the 16-foot anchor- age basin to the Pocket Dock slip. The depth made varied from about 202 to 212 feet, being dredged somewhat deep to allow for filling from the adjacent banks. Draft of at least 19 feet can now be carried through the main channel to the slips at mean low tide. Early in January two automatic self-recording tide gauges were established, one at Tomlinson Bridge and the other at Light-House Point, and it is believed that the results obtained from these gauges will be of much value in connection with the improvement of the harbor. The act of June 25, 1910, provided for deepening the 12-foot anchorage basin to 15 feet, dredging a channel 100 feet wide, 12 feet deep and about 1,500 feet long from the 12-foot anchorage basin toward Brewery street, and removing certain obstructive rocks in Morris Cove. No work had been done under the project at the end of the fiscal year. As thus modified, the project is worthy of early completion. 1160 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. Appropriation for pre- March 3, 1905 __---___ $38, 500.00 vious projects a_____ $326, 000. 00 March 2, 1907... 10, 000. 00 March 3, 1899 - 50, 000. 00 March 2, 1907 (allotted June 6, 1900 ..... 50, 000. 00 Nov. 30, 1908) .. 3, 000. 00 March 3, 1901 50, 000. 00 March 3, 1909 (allotted June 13, 1902 ..--. 67, 000. 00 Apr. 23, 1909) 20, 000. 00 March 3, 1903__ 63, 073. 90 June 25, 1910 68, 000. 00 April 28, 1904 (allotted Aug. 1, 1904) 9, 000. 00 Total _- 763, 573. 90 March 3, 1905- 9, 000. 00 CONTRACT IN FORCE. Contractor: J. S. Packard Dredging Company. Dredging: Yardage, approximate, 120,000 cubic yards. Date of contract: July 3, 1909. Date of approval: July 17, 1909. Date of beginning work: July 3, 1909. Date of expiration : December 20, 1909. Rate: 8.89 cents per cubic yard, scow measurement. COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. [In short tons.] Quinnipiac M River. River. M River. Articles. Main West harbor. River. Total. Below Above Below harbor. East West Ferry Ferry Chapel Branch. Branch. street,street. street. Coal....................... 1,044,577 18,481 35,318 ........ 58,685 210,571 45,575 1,413,207 Lumber and lath............ 37, 295 ........ 3, 000 16, 250 ......... 4, 961 6, 803 68, 309 Pig and scrap iron............ 1,247 ........................ 177 ............... 1, 424 Iron oxide, spent........ pipe............... ....... ............................. 172 .. 172 Cast-iron 5, 236............... 2,204 ........ 7, 440 Steel billets................. 510......................5, 423................. 5, 933 Oysters....................... 2,560 24,725 14,390 ...... .... ....... 28,667 70,342 Oyster shells.......... .... ..... 10, 283 20,961 ..................... 25,993 57,237 Sand........................ 19,431 ........ , 00 515 1,646 1,876 29,068 Clay......................... 411................. ....... ........ 4,636 5,047 Brick....................... ........ 84 ........ ......... 488 72 644 Stone, broken, paving, etc_... 370 ...... ..................... 2,216 ........ 2,586 Grindstones ................. 1,613 .... ... ........................... 1,613 Cement .................... 645 1,894 2,539 Plaster and gypsum...... 863 ......... 5,700 .1,400 321 8,284 Ground wood pulp....... ......................... 624 .... 624 Fertilizer........,67... . ...... ........ ........ ................. 1,500 3, 179 Fertilizer materials.......... ............ 3,808 3,808 Fish .. ................. 100 .............................................. 100 Flour......................... 70 . ... . . ......... 70 Brimstone.................. . 403 ............................................. ....... 403 Phosphate rock........... ................... .2............ ...... 2,240 2, 240 Cotton...................... 6,719.... . . .......................... 6,719 Tile........................ 10 .............. -.......................... 10 Flues pipe, etc.............. ..................................... .................... 430 430 Petroleum products.........0 ......... 5,58...................... 10,833........ .. 16, 413 Cinders.............. ...... ......... ........... .4,642 ................. 4,642 Wood paving blocks........ 700 ......... ........... ... ... ... 700 Steamboat freight........... 306,015 ........................... .. ................. 306,015 Total........... ... 1,429,809 59,069 85),053 16,250 69, 442 235,760 123,815 2,019,198 4 a See pages 239 and 240 of House Document No. 421, Fifty-seventh Congress, second session. APPENDIX D---REPORT OF LIEUT. COL. TAYLOR. 1.161 R eceipts ad hipments--Continued, SUMMARY. Short tons. Valuation. Main harbor........ .................. ................................ 1, 429,809 897,561,794.04 Last Mill River: .ranch.............................................................. West Branch............... : ..................................... 69, 442 235,760 222, 097.75 942,492. 81 Below Chapel street-........ ................................... 16,250 149,500.00 Quinniplao River: Above Ferry street................................................ .... 85, 053 497, 815.27 Below Ferry street................. .... .......................... 59,069 628,537.80 West River: At Oyster Point................................................. 55,970 545,868.50 Below Kimberly Avenue Bridge................................ 41,950 252,320.00 Above Kimberly Avenue Bridge .................................. 25, 895 204,910.48 Total...................................................... 2,019,198 101,005,336.65 Of the above amount, 209,777 short tons, nearly all steamboat freight, were shipments. A regular line of steamers carrying freight and passengers make daily trips to New York; another line, carrying freight only, also makes daily trips to New York. A third line carrying freight, which made daily trips to Bridgeport and New York, was discontinued about July, 1909, after being in operation about nine months. A line consisting of two small passenger boats, one steam and the other gasoline, drawing 4 and 7 feet, respectively, makes fifteen to twenty trips per day, for about four months in the year, between Light-House Point on the east shore and Savin Rock on the west shore; another line, consisting of a small power boat carrying passengers, makes irregular trips between Oyster Point and Savin Rock. The total number of passengers carried between New Haven and New York is 114,435; between Light-House Point and Savin Rock, about 40,000; between Oyster Point and Savin Rock, about 3,600. The total tonnage for the entire harbor shows an increase of slightly more than 5 per cent over that reported for the previous year. The increase was largely in steamboat freight, which increased nearly 35 per cent over that reported for 1908. An increase in freight traffic took place in all branches of the harbor except in the west branch of Mill River and at Oyster Point, which decreased 4.7 and 6 per cent, respectively. [Furnished by collector of customs at New Haven, Conn.] Value of imports_ -------------------------------------- $470, 747.63 Revenue receipts, duties on imports------------------------- 136, 214. 01 Foreign vessels: Entered -------------------------------------------------- 43 Cleared -------------------------------------------------- 10 Total---------------------------------------------- 53 Domestic vessels: Entered -------------------------------------------------- 27 Cleared -------------------------------------------------- 11 Total--------------------------------------- 38 D Io. CONSTRUCTION OF BREAKWATERS AT NEW HAVEN, CONNECTICUT. At the beginning of the fiscal year a continuing contract was in force and work was in progress for repairing the west breakwater and extending it as far as the available funds would permit. De- livery of stone under this contract was begun September 4, 1907, has been in progress since with the exception of four periods of sus- 1162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pension aggregating about twelve months, and was completed June 30, 1910. Luring the fiscal year work on the breakwater was carried on continuously except from December 5, 1909, to March 25, 1910, inclusive, when it was suspenden on account of unfavorable weather. During the year 95,554.26 long tons of stone were delivered and placed, of which 327.89 tons were applied to repairing that portion built under previous contracts by increasing its cross section, and the remaining 95,226.37 long tons to extending the breakwater, which at the close of work had been extended a total distance of 1,933 feet, of full cross section, under this contract. The entire breakwater is now 3,603 feet long, 597 feet short of the projected length, and contains 409,052 long tons of stone, of which 236,560.72 tons have been placed under this contract. The easterly end for 1,670 feet is full height and width on top, but the slopes are somewhat steeper than called for by the, project; the remaining sec- tion is full project dimensions. A study of the conditions at New Haven Harbor for several years, both as regards the breakwater which had already been built and the extension and completion of the additional breakwaters provided for by the project, demonstrated that the project, could be materially modified with advantage. Accordingly, a report giving details of the proposed modification was submitted to the Chief of Engineers March 12, 1910, and the recommendations contained in that report were approved by the Chief of Engineers April 21, 1910. Briefly, the changes recommended were: The omission of the Morgan Point breakwater, the omission of any further extension of the middle breakwater, and a modification of the cross section of all the break- waters so as to call for an outer slope of 1 on 1 and an inner slope of 1 on 1. These modifications, taken together with the low price at which a considerable portion of the breakwaters already con- structed had been built, made possible a reduction in the estimated cost of finishing the project of $895,885.91. The estimated cost of completing the modified project, at the date it was made, was $135,000. As the act of June 25, 1910, appropriated $100,000 for this work, the balance required to complete the modified project is $35,000. It is desirable that the project as thus modified should be com- pleted as early as practicable. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement________________________ a $35, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. March 3, 1879------------- $30, 000 August 18, 1894 $125, 000 July 14, 1880_..__. 30, 000 June 3, 1896_- ---- ______ 100, 000 March 3, 1881--------------60, 000 June 13, 1902__ ________ 44, 000 August 2, 1882--------------- 60,000 March 2, 1907 ------ _____--- 100, 000 July 5, 1884_____-____-___ 40, 000 May 27, 1908 --------------- 150, 000 August 5, 1886 ----- ____ 75, 000 June 25, 1910-------------__100, 000 August 11, 1888..-------- 75, 000 September 19, 1890- 120, 000 Total-- 1, 229, 000 ----------- July 13, 1892_-__ 120, 000 a Exclusive of the balance unexpended July 1, 1910. APPENDIX D--REPORT OF LIEUT. COL. TAYLOR. 1163 CONTRACT IN FORCE. Contractor: Sea Coast Construction Company. Placing stone in breakwater: Estimated at 225,000 gross tons. Date of contract: June 11, 1907. Date of approval: June 29, 1907. Date of beginning delivery of stone: September 4, 1907. Date of completion: June 30, 1910. Rate: Ninety-nine cents per long ton of stone in place. COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Furnished by keeper of Southwest Ledge light.] Vessels seeking refuge behind breakwaters during the year. East breakwater. Middle breakwater. West breakwater. Month. Total. Steam- Sailing B ers. vessels. rges Steam- Sailing ers. vessels. Barges. Steam- Sailing Bar ers. vessels.Barges. January ........... . 42 68 196 24 21 59 13 17 35 475 February.......... 27 39 131 18 24 60 13 15 27 354 March................ 34 79 144 20 36 60 8 21 28 430 April................ 33 115 150 18 47 54 10 21 26 474 May ............... 35 102 176 19 38 60 7 19 32 488 June..................37 120 147 27 43 61 21 35 38 529 July.............. .. 39 115 138 17 45 55 16 39 30 494 August............. 42 113 90 22 53 58 24 30 37 469 September......... 33 89 150 29 36 51 23 38 47 496 October............. 37 109 151 26 33 50 24 23 40 493 November.......... 31 106 164 21 35 56 13 23 32 481 December........... 37 86 188 19 30 63 15 16 33 487 Total.......... 427 1,141 1,825 260 441 687 187 297 405 5,670 The above report shows that only 40 more vessels, less than 1 per cent, sought refuge behind the breakwaters during 1909 than were reported as so doing dur- ing 1908, but the number seeking refuge behind the west breakwater was about 19 per cent greater than during the previous year, while those seeking refuge back of the middle breakwater increase only about 31 per cent, and the number anchoring back of the east breakwater decreased in number about 4 per cent, thus showing the advantage taken of the increased protection afforded by the extension of the west breakwater. D iI. IMPROVEMENT OF MILFORD HARBOR, CONNECTICUT. No work of improvement was conducted during the fiscal year. This project was practically completed August 23, 1905. Since that time considerable filling has taken place. The project under which work has been carried on in this harbor was authorized by the act of June 13, 1902, and was originally esti- mated to cost $15,000, with an estimated cost for maintenance of $1,000 biennially. It was subsequently ascertained that the cost 1164 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. would be $25,000, and up to July 1, 1910, $23,649.62 had been expended on the improvement aside from maintenance of the work. The original estimate was based on an estimated yardage of 90,000, but up to the present time over 143,000 cubic yards have been removed and the project is not completed strictly in accordance with the original plan. According to the original plan the 6-foot channel was to be extended about 1,000 feet above the town wharf to the straw works dock, but to date it has only been extended about one- half this distance as ledge rock was encountered at a depth of about 5 feet at the upper end of the dredged channel. There is no demand at the present time for extending the dredged channel any farther than it has already been dredged, as above this point the waterway is not used, nor is it likely to be used, for anything but small pleasure craft, and the existing depth is sufficient for these boats. The bot- tom above where the channel now ends is underlaid by ledge rock, and to obtain the full project depth in the channel would be extremely expensive. The original plan also contemplated an anchorage basin on the east side of the channel just inside of the long jetty. This basin, in the original report, was stated to be of about 6 acres area, but accord- ing to the plan it contained only 5.02 acres. After dredging was begun ledge rock was encountered in this basin at such depths and in quantities as to preclude completing the basin at anything like the originally estimated cost, and hence a small basin of 1.58 acres area was dredged on the west side of the channel immediately above Burns Point to provide additional room. At present the united area of these two basins is inadequate to meet the needs of the harbor, which is now much used for small pleasure craft. That portion of the original basin on the east side of the channel which was dredged to full depth amounts to 2.3 acres, making the united area available for anchorage 3.88 acres. Both the existing basins were dredged to 10 feet depth. Additional anchorage room should be provided on the west side of the channel and adjoining the basin already provided there, but it is not believed that it would be necessary to dredge this additional basin to over 6 feet in depth as this would provide sufficient depth for the craft which would use it. Such a basin, containing an area of about 1- acres, could be advantageously dredged adjacent to the existing basin, and an addition of this size would make the total area available for anchorage practically the same as contemplated by the original project. It is also believed that the upper end of the channel opposite the town wharf should be somewhat enlarged in order to facilitate the handling of vessels at this point. The recommendations above would modify the project so as to omit all that portion of the 6-foot channel above a point 500 feet above the town wharf, to widen the channel at the upper end to a maximum width of 150 feet, and to provide additional anchorage area of 1- acres 6 feet deep on the west side of the channel adjoining the existing basin. With this modification the project is worthy of completion, but no further work should be done on the original project. It is now esti- APPENDIX D-REPORT OF LIEUT. COL. TAYLOR. 1165 mated that the cost of completing the project as modified above would be $28,500, estimated from the beginning; that is, practically $5,000 in addition to the amount which has heretofore been appro- priated. APPROPRIATIONS. Appropriations for previous projects a---------------------------- _ 47, 100 June 13, 1902---------------- --- ----------------------------- 15, 000 March 3, 1905----- ----------- 10, 000 June 25, 1910----------------------------------------------------- 2, 000 Total ----------- ----------- 74,100 COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. Articles. Quantity. Short tons. Oysters. ................................... .. ................................. 14,656 Oyster shells .... ................. ......................... .... 2,350 Coal........................................................................ 4, 340 Manure..- . ............................................ 1,000 Cast-iron pipe.......................................................271 Total................................ ................................ ... . 22,617 Valuation of tonnage, $319,559. Tonnage shows a decrease of about 21 per cent from that reported for 1908, mainly in oyster shells and cast-iron pipe, the latter being a class of freight not ordinarily handled in this harbor. D 12. IMPROVEMENT OF HOUSATONIC RIVER, CONNECTICUT. At the beginning of the fiscal year a contract was in force, but work had not been begun, for dredging in the vicinity of the Stratford dike, where much difficulty has been experienced owing to the filling in of the channel previously dredged, and for redredging at the various bars where shoaling had taken place since the last main- tenance dredging was done, in November, 1907. Owing to various delays on the part of the contractor, actual work under this contract was not begun until August 11, and was then prosecuted so slowly that the contract was not completed until October 23, when the avail- able funds were exhausted. A prominent point of hard material was removed from the easterly side of the channel opposite the dike below Stratford and a channel 50 feet wide was dredged through the middle ground just below the dike. The total amount of material a See page 239 of House Document No. 421, Fifty-seventh Congress, second session. 1166 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. removed from the vicinity of this dike was 13,510 cubic yards, but from this amount 403 yards were deducted for overdepth dredging, the total amount for which payment was made being 13,107 yards. In addition to the work in the vicinity of the dike, a channel of full project dimensions was dredged through Camp Meeting bar and channels of full depth and width of 50 feet were dredged through Moulthrops and Drews bars. Near the upper end of Two Mile Island a single cut 25 feet wide was dredged through a shoal. The following table shows the amount of work at each bar: Cubic Logs. yards. Vicinity of dike below Stratford....................................... ..... 13,107 1 Camp Meeting bar ........ ....... .................................. 5,936 1 Moulthrops bar..... .......................................... ..... 1,496 1 Drews bar ............................................................................. 2,834 .. Two Mile Island bar...................... .................. ................... 195 .. Total ..... ...................... ................... ....... ............. 23.568 3 At the opening of the present season the river was in fair shape, but some trouble was still experienced in the vicinity of the dike below Stratford and at some of the upper bars. An examination made the latter part of May showed that no filling has taken place where the point was removed opposite the dike below Stratford, and that just below the dike, where most of the trouble has been expe- rienced, a very large amount of cutting and evening off has taken place, amounting to as much as 6 feet in depth in some places, but in others some filling has also taken place, so that the available channel is now narrow and rather crooked. It is believed that when another prominent point just below the dike is removed the improvement in this vicinity will prove reasonably permanent and that very little, if any, trouble will thereafter be experienced. The examination above referred to also showed that some filling had taken place along' the easterly side of the channel through Mill bar and that the controlling depth at Camp Meeting bar is now 62 feet, at Drews bar about 5; feet, and at Moulthrops bar about 6 feet. It is proposed to remove the above-described point below the Stratford dike and to restore the various bar channels to project dimensions as soon as practicable. Owing to the comparatively small depth available in this river and to the strong currents, the commerce is almost exclusively carried on by tidal navigation, vessels entering the river on the first of the flood tide and proceeding upward to Derby and Shelton with the tide. For this reason the depth available on the lower bars is of much more importance than on the upper ones, as by the time a vessel reaches the head of navigation it is nearly or quite high tide, and the depth avail- able on the bars is increased by the amount of tidal rise. Under these conditions much more attention has been devoted to the lower part of the river than to the upper, and it would probably be advantageous if the approved project permitted making greater depth on the lower bars than on the upper, so as to give approximately the same amount of water on each bar at the time that a laden vessel would ordinarily reach each particular bar. APPENDIX D--REPORT OF LIEUT. COL. TAYLOR. 1167 The maintenance part of the project for the improvement of this river is very important, as without the annual dredging the condi- tions of the river would rapidly revert to those existing before any improvement was made. The completion of the project by the en- largement of the jetty at the mouth of the river and the completion of the dike below Stratford is also important. APPROPRIATIONS. March 3, 1871_ _____- - .. $15, 000 August 18, 1894-------------- 25,000 June 10, 1872_____________ 15,000 June 3, 1896-----------------25,000 March 3, 1873 --------------- 10, 000 March 3, 1899 --------------- 15, 000 June 25, 1874 ______________ 10,000 June 13, 1902---------------- 10,000 March 3, 1875 --------------- 5, 000 April 28, 1904 (allotted Aug. 1, June 18, 1878____________ 5, 000 1904) --------------------- 3, 950 June 14, 1880________________ 2, 000 March 3, 1905 --------------- 10, 000 March 3, 1881 --------------- 2, 000 March 2, 1907 --------------- 20, 000 August 2, 1882-__ _______ 2, 000 March 3, 1909 (allotted Apr. July 5, 1884_________________ 2, 500 23, 1909) ------------------ 5, 000 August 5, 1886__ _________--- 5, 000 June 25, 1910---------------- 20, 000 August 11, 1886____ ______- -35, 000 September 19, 1890 ______ - 35, 000 Total---------------- 297, 450 July 13, 1892______----- 20, 000 CONTRACT IN FORCE. Contractor : Edward A. Berry. Dredging : Yardage, 25,000. Date of contract (emergency) : June 24, 1909. Date for commencement: June 24, 1909. Date of expiration: September 24, 1909 (time limit waived). Rates: Dredging, 20 cents per cubic yard, scow measurement; logs removed, $10 each. COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. Articles. Quantity. At Derby and Shelton, Conn.: Short tons. Coal....................... ......... .............. .................. . ...... ................. 62,306 Sand.. --......................................... ..... ..... 2,061 Fire brick and retorts-......... ..... . . . . .......... ... ...... .......... ...- 82 W ood.... .......... ...... .................----.......................................... .... 175 Water pipe....... ......................................................... 2,492 Pig iron and castings... ................................. .................. 644 Total (valuation, $408,294) ................... ................................. 67,760 At Stratford, Conn.: Coal....-.........--....... .................................................- ........... . 9,432 Oyster shells..................................................................................3,750 Gas pipe...... 543 54...3.................... Total (valuation, $63,794.76) . ........................................................ 13,725 Grand total for the river (total valuation, 8472,088.76) ................................ 81,485 The tonnage for the entire river shows an increase of about 5 per cent over that reported for 1908. The increase at Derby and Shelton amounts to about 11 per cent, but at Stratford the amount decreased 19 per cent from that for 1908. 1168 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. D 13. IMPROVEMENT OF HARBOR AT BRIDGEPORT, CONNECTICUT. At the beginning of the fiscal year a contract was in force and work was in progress for dredging the 22-foot basin and deepening the main-entrance channel to 22 feet, thereby completing all work authorized by the act of March 2, 1907. Work under this contract was begun April 8, 1909, and has been continuously in progress since then, and was uncompleted at the end of the fiscal year. During the year 280,436 cubic yards of material were removed from the main entrance channel and 558,315 cubic yards from the 22-foot basin. At the close of the year the deepening of the main channel to 22 feet was completed, except for the removal of a few shoals and ridges left during dredging, and about 25 per cent of the area of the 22-foot basin was dredged to full depth and the remainder to depth of from 16 to 19 feet, it having been found advantageous to go over it twice, dredging first to partial depth and subsequently to full depth, on account of the heavy cutting, in places over 20 feet, and subse- quent fill taking place from the bank during dredging. Up to June 30 about 75 per cent of the yardage involved in this contract had been removed. Under permits from the Secretary of War two important improve- ments and various minor ones have been in progress, which are greatly to the advantage of navigation. A new rolling lift bridge across the Poquonock River at Congress street has been nearly com- pleted by the city, thereby greatly facilitating the use of that water- way, and the New York, New Haven and Hartford Railroad Com- pany have begun extensive work, which involves the complete re- moval of the Naugatuck Dock and dredging at its site, thus straight- ening the dock front and giving additional width of over 200 feet at the narrowest part of the harbor, where additional room is ur- gently needed. All of these improvements are being made under supervision of United States inspectors. The approved project adopted by the act of March 3, 1899, has been completed, except certain deficiencies in dimensions of the upper portion of the channels in Johnsons Creek, Burr Creek, and Yellow Mill channel, where ledge rock prevented the full dimensions being obtained at anything approaching a reasonable cost. There is no call whatever for entirely completing the Yellow Mill channel at the present time, as the channel is only used by one firm dealing in coal, whose wharf is located about midway up the channel. In the case of Johnsons Creek the deficiency of depth is very near the head, and the upper portion of this channel is but little used. The cost of the removal of the ledge rock would be out of proportion to the advantages to be gained. The same applies to Burr Creek. In the latter case it is not believed to be judicious to attempt to maintain a channel of more than 7 feet in depth, as this depth could be main- tained throughout the whole channel, and is sufficient for the pur- poses of the navigation which uses it. The 1899 part of the project is not worthy of completion farther than it has already been com- pleted, but it is worthy of maintenance as recommended herein. APPENDIX D---REPORT OF LIEUT. COL. TAYLOR. 1169 At the time the original estimate for the part of the project adopted by the act of March 2, 1907, was made the possibility of the applica- tion of the eight-hour law to dredging was taken into consideration, and the unit price for this class of work increased 50 per cent on this account. As the eight-hour law was held not to apply to dredging, it was let at prices much below the estimate, and in March, 1910, the estimated cost of the 1907 part of the project was reduced $163,000, or to $300,000 from the beginning. The appropriations heretofore made for the 1907 part of the project amount to $278,000. The revised estimate leaves the amount to be appropriated to complete this part of the project as $22,000. This part of the project is worthy of completion. The river and harbor act of June 25, 1910, extended the project by authorizing the extension of the 18-foot channel up the Poquonnock River to within about 1,500 feet of the dredged channel and the deep- ening of Black Rock Harbor and Cedar Creek from 9 to 12 feet, and appropriated the necessary funds for the completion of this part of the project. No work was done under this part of the project during the fiscal year. APPROPRIATIONS. Total appropriations for Black Rock Harbor, Connecticut, to August 18, 1894 (see p. 238, H. Doc. 421, 57th Cong., 2d sess.)------------ $72, 900 Total appropriations for Bridgeport Harbor, Connecticut, to Decem- ber 31, 1902 (see pp. 238 and 239, H. Doc. 421; 57th Cong., 2d sess.)_ 468, 000 March 3, 1905----------------------------- ---------------- 10, 000 June 30; 1006_ ---------------------------------------------- 72, 500 March 2, 1907------------------------------------ 113, 000 March 2, 1907 (allotted Jan. 1, 1908) ------ ----------- a 10, 000 May 27, 1908------------- ----------------------------- 40, 000 March 3, 1909 (allotted Apr. 23, 1909) ---------- 10, 000 March 4, 1909 ---- ----------------------------------------- 100, 000 June .25, 1910 _____- --- __ -_________________-__ __ 100, 000 June 25, 1910 (sundry civil bill) -__-------___________-----_ 25, 000 Total --------------------------------------------- 1, 021, 400 CONTRACT IN FORCE. Contractor: American Dredging Company. Dredging: Yardage, approximate, 1,278,000. Date of contract: February 15. 1909. Date of approval: March 10, 1909. Date of beginning work : April 8, 1909. Date of expiration (approximate) : April 28, 1911. Rates: Main channel, 121 cents per cubic yard; 22-foot anchorage basin, 8* cents per cubic yard. a Of this allotment $218.04 was returned to the Treasury. 569320 -ENG 1910-74 1170 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. [In short tons.] Main Poquon- Yellow Johnsons Cedar Burr Total harbor. River. mill. Creek. Creek. Creek. Coal ...................... 189,748 260,081 70,943 4,032 116,927 11,464 653,195 Lumber ........................ 21 38,926 ............... 36,720 .......... 75,667 Scrap and pig iron............... 631 913 26,247 .......... 14,255 .......... 42,046 Cast-iron pipe................. ........ 4,352 .......... .. ...... ...... 4,352 Steel billets..................... ...... 200 30,101 ....... 28,736 .......... 59,037 Sand.......................... 2,757 19,5 ......... ..... 22,577 ......... 44,876 Clay......................... 335 1,245 758 ........... 130 .......... 2,468 Brick. ... ....... 227 1,344 ....... 1,750 ......... 3,321 Stone (curbing, crushed, blue, and building) ................ 175 12,707 .... ......... 1,500 4,570 18,952 Cement....................... 17 .................................... 17 Plaster........................... ............................. 150 .......... 150 Fluorspar..................... ........ 1,686 ......................... 1,686 Oysters..................... 39,826 ... ................ .... 39,826 Oyster shells ............... .. 10, 574 .. .............................. 10,574 Petroleum products.................... 6, 517 ......... 23, 969 .......... 30, 486 Fertilizer mats...... .. ............ ......... ........ 3,666 .......... 3,666 Manufactured fertilizer........ . ........ ... ................ 440 .......... 440 Brimstone. ........................ 698 ........ ................... 2,283.......... 2,981 Plumbago ....................... 1,1344 1,344...... 1,344 Cotton. ................. 32....................... 32 .......... ........ 32 Nitrate of soda ................. 69....... ................ .......... 69 Cinders....................... ..... 2,500... ................... 1,100 3,600 Miscellaneous merchandise............ 1,456 2,686 .......... 3,770 .. 7, 912 Steamboat freight..............110,434.. ............................... 110, 434 Total ............... ... 355,544 351,127 132,421 4,032 256,873 17,134 1,117,131 SUMMARY. Short tons. Valuation. Main harbor ............................................................... 355,544 $33,906,349.38 Poquonnock River. . ........... .. .............................. 351,127 2,061,745.44 Yellow mill ........................................................... 132,421 1,274,141.00 Johnsons Creek ...... ............................................. 4.032 18,000.00 Cedar Creek ............................................................ 256,873 2,171,792.00 Burr Creek......... ..... ...................................... 17,134 59,600.00 Total ............................ ......................... 1,117,131 39,491,627.82 Of the above, 100.825 short tons were shipments. Total number of passengers carried, 156,952. A regular line of freight and passenger steamers. one or two boats, makes one to two trips per day to New York. Another line, one boat, makes daily trips to Port Jefferson throughout most of the year. A third line, one boat, carrying freight between New Haven, Bridgeport, and New York, and making daily trips except Sundays, was discontinued after September 16, 1909. The total freight traffic for the harbor shows an increase of about 25 per cent over that reported for 1908, the increase being quite generally distributed throughout all classes of freight. [Furnished by the collector of customs at Bridgeport, Conn.] Value of imports ------------------------------------------ $799, 473 Revenue receipts, duties on imports--- ------------------------ 282, 220 Foreign vessels: Entered -- ---------------------------------- 65 Cleared ------------------ ---------- ----- '29 Total-------- ------------------------- 94 APPENDIX D---REPORT OF LIEUT. COL. TAYLOR. 1171 D i4. IMPROVEMENT OF NORWALK HARBOR, CONNECTICUT. Since the completion of this project in September, 1908, consider- able filling has taken place along the sides of the channels, which for the most part run through tidal mud flats which are bare at low tide. This was particularly the case in the East Norwalk channel, which .was first dredged in the latter part of 1907, and for this reason the sluffing off of the banks was much more rapid than in the case of the older channels. The restoration of these channels to full project dimensions was begun May 18 and completed June 16, 1910, at which time all filling of any consequence which had taken place was re- moved and the channels had been restored to practically full project dimensions. Three obstructive piles and some obstructive rocks which had found their way into the channels since the first dredging was done were removed. The total amount of material removed was 21,392 cubic yards of ordinary material, three piles, and 2.31 cubic yards of rock. Of this amount 15,462 cubic yards were removed from the East Norwalk channel, 4,323 cubic yards and 3 piles from the 10-foot channel in the vicinity of South Norwalk, and 1,607, cubic yards and two bowlders from the 8-foot channel near Norwalk. The adopted project has been completed, and its maintenance is necessary. The original estimate provided $8,000 per annum for maintenance. Experience has demonstrated that the cost of main- tenance will be not more than $3,000 per annum. APPROPRIATIONS. Total appropriations for Nor- March 3, 1905 --------------- $4, 000 walk Harbor, Connecticut, March 2, 1907 --------------- 63, 500 to December 31, 1902 a--... $123, 913 June 25, 1910---------------- 4, 000 April 28, 1904 (allotted Aug. 1, 1904) ------------------- , 000 Total---------------- 202, 413 COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. Southk.Norwalk. Norwalk. Total. Short tons. Short tons. Short tons. Short tons. Coal........................................................... 66, 361 28, 484 2, 442 97, 287 Lumber.................................... ............... 3,000 4,566 .......... 7,566 Oysters.......... ................................. 32,784 ................... 32,784 Oyster shells.............................................6,856 Sand and clay ............................................... 3,986 855..... ..... .. 4, 841 Paper......... ...... ....................... ................ . 800800 Brick............................................................. 668 600 ......... 1,268 Scrap iron........ .................... ..... ................ 365 ... ........... 365 Ground wood pulp ............................................ 12,000 ........... 12, 000 Miscellaneous.................... ................. .... 1,120 .......... 1,120 Steamboat freight ..................... .............. .......... 35,000 22,900- ...... 57,900 Total...................... . ................... 150,140 70,205 2,442 222,787 * See p. 240, H, Doc. No. 421, 57th Cong., 2d sees, 1172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Valuation. South Norwalk-------- ------------------------------- $1, 628, 625. 09 Norwalk ---------------------------------------- - -- 681, 203. 22 East Norwalk----------------- ------------------ 10, 749. 42 Total ---------------------- 2, 320, 577. 73 Of the above amount 43,898 short tons were shipments. A line of freight steamers makes daily trips between Norwalk, South Nor- walk, and New York throughout the greater portion of the year. All Norwalk freight passes through the main channel past South Norwalk. South Norwalk ' freight includes only that received or shipped from South Norwalk. The total freight traffic of the harbor shows an increase of about 11.7 per cent over that reported for 1908. The traffic at South Norwalk increased about 6.7 per cent and at Norwalk about 26.3 per cent, but that at East Norwalk decreased about 23.3 per cent. [Furnished by collector of customs at Bridgeport, Conn.] Value of imports -------------- ---------- $104, 983 Revenue receipts, duties on imports-------------------------------- 12, 982 Foreign vessels: Entered ------------------------------------------------------ 27 Cleared --------------------------------------- 9 Total-------------------- ------------------------------- 36 D 15. IMPROVEMENTS OF HARBORS AT FIVEMILE RIVER, STAMFORD, SOUTHPORT, GREENWICH, AND WESTPORT HARBOR, AND SAUGA- TUCK RIVER, CONNECTICUT. (A) FIVEMILE RIVER HARBOR. No work of improvement was in progress during the fiscal year owing to lack of funds. From past experience it is believed that considerable narrowing and shoaling have taken place in the por- tions of the channels heretofore dredged and redredging to project dimensions is desirable. The project for this harbor provides for the extension of a channel 8 feet deep and 100 feet wide about 800 feet farther than it has been at present, but this extension will be of little if any benefit to any- body engaged in commercial enterprise, as there is only one small shop where launches are built above the point to which the channel has been carried, and the needs of the launch works do not call for a channel of the dimensions called for by the project. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-------------------------------- a $2, 000 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. o Exclusive of the balance unexpended July 1, 1910, APPENDIX D---REPORT OF LIEUT. COL. TAYLOR. 1178 (B) STAMFORD HARBOR. No work of improvement was conducted during the fiscal year on account of lack of funds. Completion of the project for the improvement of Stamford Harbor is desirable, except that the project should be modified so as to omit a small triaigular corner of the basin at the extreme north- west corner of the head of the west branch. The amount of yardage involved in the modification is small, but as experience has proved that the material is nearly all bowlders or ledge rock the cost of the improvement will be out of proportion to the benefits received. (c) SOUTHPORT HARBOR. No work of improvement was conducted during the fiscal year on account of lack of funds. The present project, adopted by the act of June 13, 1902, provides for a channel 6 feet deep through the outer bar to the upper dock, 100 feet wide to the turn above White Rock and thence in two branches each 60 feet wide, the repair of the breakwater, and the re- moval of two points of ledge from the channel to a depth of 7 feet. The estimated cost of completing this project, as stated in the last annual report, was $13,111. At the time this project was originally adopted there were docks in use along the westerly branch, and the aggregate annual ton- nage was approximately 25,000 tons. There were also three lines of schooners employing five vessels making weekly trips between South- port and New York. Since then the conditions have materially changed. The lines of schooners have been discontinued, and the docks on the west branch of the channel are no longer in use for com- mercial purposes. In fact, the commercial use of this harbor has been steadily decreasing for several years past. During the past year the tonnage reported for this harbor amounted to 6,912 net tons. The main use of Southport Harbor at the present time is by small pleasure craft and for this class of vessel the completion of the east- ern branch of the harbor would be of considerable advantage, but the completion of the western branch would be of little benefit to any- one except as an outlet for a sewer. The whole project for this harbor should be revised. (D) GREENWICH HARBOR. No work of improvement was conducted during the fiscal year, on account of lack of funds. This project was completed September 23, 1905. Its maintenance is desirable. 1174 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__---------------------------- a $1, 500 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. No work of improvement was conducted during the fiscal year owing to lack of funds. The present project, adopted in 1892, provided for a channel 4 feet deep and 60 feet wide up to Westport, and a modification of the project in 1896 provided for repairing the Cedar Point breakwater, removing a ledge opposite Stony Point, and removing bowlders from the channel. This project has been completed with the exception of some dredging in the channel opposite Westport and the removal of certain bowlders. No work has been done in this harbor for ten years except the removal of the ledge opposite Stony Point. The necessity or ad- vantage of continuing work under the original project is not known at the present time. Surveys will be made to determine the present con- dition of the harbor and what future work may be necessary. CONSOLIDATED. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement----------------------------- a $3,500 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. APPROPRIATIONS. FIVEMILE RIVER HARBOR. August 11, 1888----------------------------------------------$5, 000.00 September 19, 1890___ --------------------------------- 5, 000.00 July 13, 1892-------------------------------------------- 5, 000. 00 August 18, 1894------------------------------------------ 2, 500.00 June 3, 1896---------------------------------------------- 2, 500. 00 March 3, 1899----------------------------------------- 2, 500. 00 June 13, 1902-------------- ------------------------------ 4, 500. 00 March 3, 1905_ - ---------- ---------------------- 6, 000. 00 March 2, 1907------------------------------ ------------------ 7, 000. 00 June 25, 1910--- - ------- ---------------------------------- 5, 000. 00 45, 000. 00 Less amount transferred to Stamford Harbor___--- __ - 209. 56 Total-------------------------------------------------44, 790. 44 GExclusive of the balance unexpended July 1, 1910. APPENDIX D--REPORT OF LIEUT. COL. TAYLOR. 1175 STAMFORD HARBOR. Appropriations for previous projects (see p. 241 of H. Doc. No. 421, 57th Cong., 2d sess.) ----------------------------------- $20, 000. 00 July 13, 1892 ------------------------------------------- 15, 000. 00 August 18, 1894 ------------------------------------------ 10, 000. 00 June 3, 1896---------- ---------------------------------- 10, 000. 00 March 3, 1899--------------------------------6, 000. 00 June 13, 1902_'___ --- - ___--__-- --- --- 10, 111. 00 March 3, 1905------------------------------------------- 18, 000. 00 March 2, 1907-------- ---------------------------------- 58, 000. 00 June 25, 1910------ ------------------------------------- 32, 000. 00 Amount transferred from Fivemile River___-__--- $209. 56 Amount transferred from Greenwich Harbor___ ----- _ 939. 97 1, 149.53 Total --------------------------------------------- 180, 260. 53 SOUTHPORT HARBOR. Appropriations for previous projects (see p. 240 of H. Doc. No. 421, 57th Cong., 2d sess.) -------------------------------------- $31, 587. 23 June 13, 1902_-- --------------------- ---------- 8. 889. 00 March 3, 1905---------------------------------- --------- 9, 000. 00 March 2, 1907 --------------------- ------------- 2, 000.00 June 25, 1910--------------------------------------------- 500. 00 Amount transferred from Greenwich Harbor -- ______-- - - - - 459. 51 Total ------------- -------------------------- -- 52 435. 74 GREENWICH HARBOR. June 3, 1896-------- ---------------------------------- $6, 000. 00 June 13, 1902------------------------------------------- 6, 667. 00 April 28, 1904 (allotted Aug. 1, 1904)------------------------- 2, 100.00 March 3, 1905 ---------- ------- ------------------------- 7, 000. 00 March 2, 1907 ------------------------------------------- 1, 000. 00 June 25, 1910 ----------------------------------------- 2, 000.00 24, 767. 00 Less amount transferred to Stamford Harbor----------- $929. 97 Less amount transferred to Southlport Harbor____________ 459. 51 Less amount transferred to Saugatuck River and Westport Harbor_----------------------------------------- 270. 99 1, 670. 47 Total--------------------------------------------- 23,096. 53 WESTPORT HARBOR AND SAUGATUCK RIVER. Appropriations for previous projects (see p. 241 of H. Doc. No. 421, 57th Cong., 2d sess.) ------------------------------------- $19, 444. 00 July 13, 1892 ----------------------- -------------------- 7, 000. 00 August 17, 1894-- ------------------------------------------ 3, 000. 00 June 3, 1896---------- ----------------------------------- 3, 000. 00 March 2, 1907 -------------------------------------------- 2, 000. 00 June 25, 1910--------------------------------------------- 500. 00 Amount transferred from Greenwich Harbor--------------------- 270. 99 Total---------------------------------------------35, 214. 99 117-6 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR CALENDAR YEAR 1909. [Compiled from reports furnished by shippers and receivers.] Receipts and shipments. FIVEMILE RIVER HARBOR. Articles. Quantity. Short tons. Oysters. .. .................... ............................ .............................. 20,488 Oyster shells............... .... ............... .... . .................. . . .1,447 Gravel................. ........................... ............ ............... 250 Stone. .................. .... .............................. ......... ...................... 80 Total........ ............................................... .......................... 22,265 Valuation, $420,554. Tonnage shows an increase of about 1 per cent over that reported for 1908 and is the largest amount reported since the present method of collection of statistics by direct reports from shippers and receivers of material was begun in 1902. STAMFORD HARBOR. Articles. Quantity. EAST BRANCH. Short tons. Coal......................................................... 82,154 Lumber, timber, shingles, lath, and cord wood .... .......... ................ 10, 542 Sand....................................................... 10,586 Crushed and blue stone....................... ....................................... 8,120 Automobiles (325) ..................... .................................... ... ..... ..... 650 Brick............ ................. ..................................................... 268 Pig iron.......................... ... ................. ............. ......................... 1,570 Iron pipe.......................................................... .............. 120 Fireproofing............ .................................................................. 189 Miscellaneous. ................................... ............................................ ............ 425 Steamboat freight....................................................................................95,543 Total (of which 28,440 tons were shipments) ...... .............................. 210,167 WEST BRANCH. Coal......................................................................................... 34,098 Sand..................... ........... ........................ ...... 2,440 Brick............. ............................................................. 1,224 Pig iron.......................... ... ....................................... 3,256 Structural steel........... ..................... .................................... 32 Machinery.... ........................................................... ... . 32 Miscellaneous.............................................................................. 13,366 Total (of which 3,560 tons were shipments) ............................................ 54, 448 Total tonnage for Stamford Harbor, 264,615; total valuation, $10,522,311.45. The tonnage for the entire harbor shows a decrease of about 22 per cent from that reported for 1908, due entirely to a decrease of over 100,000 tons in the steamboat freight handled in the East Branch; practically all other classes of freight handled in this branch show an increase, amounting in the case of coal and lumber to over 25 per cent. The entire traffic in the West Branch shows an increase of about 2 per cent over that reported for the previous year. Two regular lines of steamers, both landing in the East Branch, one carry- ing freight and passengers and the other freight only, make daily trips to New York throughout the year, with additional service of about three trips per week for about three months. APPENDIX D---REPORT OF LIEUT. COL. TAYLOR. 1177 Two small steamboat lines were established in 1909, one by the steamer Victor, running between the east branch of the harbor and Cold Spring, Long Island, carrying freight and passengers, and the other by the steamer Sylvan Shore, carrying passengers between the East Branch and Rye Beach, N. Y. [Furnished by the collector of customs at Bridgeport, Conn.] Value of imports---------- ------------------------------- $114, 343 Revenue receipts, duties on imports---------------------------- 24, 929 Foreign vessels: Entered ----------- -------------- --- 19 Cleared --------------------------------------- 9 Total-L __ _ _ _ _.--------------_-------- _ _---------.- 28 SOUTHPORT HARBOR. Articles. Quantity. Short tons. Oysters......................................................................... 2,770 Oyster shells..... .... .................................................... 1, 078 Coal. .............. ... ............. 02.4................. 3,024 Merchandise .......... ..... ....................... .. ......................... 4 Total.............. ................................................................ 6,912 Valuation, $76,420. Tonnage shows an increase of about 1 per cent over that reported for 1908. GREENWICH HARBOR. Articles. Quantity. ............. ......... .. ... Short . tone. .21,227 Coal.. --.......... .... .. ., ............. . Lumber ........ ........ .............. 14,000 4.................................. Sand.............. .................... ....... 8,000 Stone........................ ......... ................................... 7,000 Cement................. ...................................................... 2,500 Miscellaneous............. .. .............................. ..................... 3, 000 Steamboat freight ............................ ..................... .. 24,000 Total....... .............. .................. .......... ......... ...................... 79,727 Valuation, $8,884,960. A regular freight steamer makes triweekly trips to New York during about nine months of the year and daily trips the remainder of the time. Tonnage of the harbor shows an increase of about 5 per cent, mainly in lumber, over that reported for 1908. WESTPORT HARBOR AND SAUGATUCK RIVER. Articles. Quantity. Short tons. Coal............ ......................................................................... 12,873 Valuation, $50,609.80. No shipments are reported from this harbor this year. Tonnage shows an increase of about 12 per cent over that reported for 1908. APPENDIX E. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST NEW YORK, N. Y., DISTRICT. REPORT OF COL. W. M. BLACK, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1910. IMPROVEMENTS. 1. Port Chester Harbor, New York. 11. Newtown Creek, New York. 2. Mamaroneck Harbor, New York. 12. Wallabout Channel, New York. 3. Larchmont Harbor, New York. 13. Browns Creek, New York. 4. Echo Bay Harbor, New York. 14. Great South Bay, New York. 5. Bronx River and East Chester 15. Hudson River, New York. Creek, New York. 16. Saugerties Harbor, New York. 6. Westchester Creek, New York. 17. Harbors at Rondout and Peekskill, 7. Harbors at Port Jefferson, Matti- New York. tuck, Huntington, G 1 enco v e, 18. Wappinger Creek, New York. Flushing Bay, and Canarsie Bay, 19. Tarrytown Harbor, New York. New York. 20. Coney Island channel, New York. 8. Hempstead Harbor, New York. 21. Jamaica Bay, New York. 9. East River and Hell Gate, New 22. Removing sunken vessels or craft York. obstructing or endangering navi- 10. Harlem River, New York. gation. UNITED STATES ENGINEER OFFICE, New York City, July 30, 1910. SIR: I have the honor to forward herewith annual report upon works of river and harbor improvements in the New York first district, in my charge, for the fiscal year ending June 30, 1910. Very respectfully, your obedient servant, W. M. BLACK, Colonel, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. E i. IMPROVEMENT OF PORT CHESTER HARBOR, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 138 of this report. Contract was entered into with John & Joseph McSpirit July 9, 1909, for removing shoals which had formed in the channel since the last previous dredging in 1905. Work under this contract was com- 1179 1180 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. menced September 26, 1909, and when completed on November 20, 1910, 17,347.1 cubic yards of mud had been excavated and disposed of. The removal of this material resulted in restoring the upper reaches of the channel to the projected width and depth, except where pre- vented by ledges of rock. Though shoal areas known to exist in the lower part of the river could not be removed with the funds available, a fair channel was secured for the commerce of the harbor. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ ------------------------------- a $2, 500 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. APPROPRIATIONS. For project of 1872 and modifications (see H. Doc. 421, 57th Cong., 2d sess., p. 297) ---- --------------------------------- $52, 000. 00 For project of March 3, 1899, and modifications----------------- 39, 500. 00 91, 500. 00 For present project, June 25, 1910---------- ----------------- 45, 000. 0 136, 500. 00 Proceeds from sale of maps and reimbursements for telephone mes- sages ---------------------------------------------------- 4. 90 Total ---- ---------------------------------------- 136, 504. 90 CONTRACT IN FORCE. Name of contractor: John & Joseph McSpirit. Date of contract: July 9, 1909. Date of approval: July 20, 1909. Date of commencement: August 23, 1909. Date of completion: October 23, 1900. Time limit waived. Completed No- vember 20, 1909. For dredging and removal of bowlders. Dredging, at 25 cents per cubic yard, scow measurement; bowlders, one-half cubic yard to 3 cubic yards in size, $8 per cubic yard, solid measurement; bowlders over 3 cubic yards in size, $12 per cubic yard, solid measurement. Amount to be expended, about $4,500. COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers.......................................................... 2,018 15-400 3-11 Sailing vessels................................................. . ....... 200 10-550 4-15 Barges, etc ............................. .................. 1,000 50-800 3-14 Miscellaneous craft ....... ................................................ 500 5-50 1-5 a Exclusive of the balance unexpended July 1, 1910. APPENDIX E--REPORT OF COLONEL BLACK. 1181 Freight handled in 1909. Class. Short tons. Value. General merchandise ................................................ 95,000 $6, 317,500 Coal and other fuel. .................................................... 50,000 250,000 Building and road materials ....... .......... ............................. 89,500 450,100 Minerals and products............. .................................. 20,065 602,600 Fish.................................. ........................................... 500 10,000 Total...................................... .............................. 255,067 7,630,200 E 2. IMPROVEMENT OF MAMARONECK HARBOR, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 140 of this report. There being no funds available, there were no operations. APPROPRIATIONS. August 2, 1882-------------------------------------------------- $15, 000 July 3, 1896---------------------------------------------------- 10, 000 March 3, 1899--------------------------- ------------------------- 7, 000 June 13, 1902----------------------------------------------------- 6, 000 March 3, 1905------------- -------------------------------------- 2, 000 Total -------------------------------------- ---------- 40, 000 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. S-1-1 Feet. Tugs and steamers ......................................................... 600 113-217 6-8 Barges, etc..................................................... 362 500 7-9 1182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight ,ha'ndled in 1909. Class. Short tons. Value. General merchandise ................................................ 8,051 $860,922. 65 Coal and other fuel ........... ...................................... 18,366 94, 791.00 Building and road materials ............................................ 79, 868 303, 498.40 Manufactures ...... ...................................................... 18 540.00 Minerals and products......................................................... 41 1,230.00 Total................................. ..................... ... 106,3441,260,982.05 E3. IMPROVEMENT OF LARCHMONT HARBOR, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 141 of this report. There were no operations during the year. Disbursements were in part payment of office expenses and in payment of the cost of a survey made preliminary to completing work under the project for improving this harbor. It is proposed to complete this project with the funds now available. APPROPRIATIONS. For former project (see H. Doc. 421, 57th Cong., 2d sess., p. 294) --- $5, 000. 00 For present project: March 3, 1899-------------------------------------$50, 000 June 13, 1902---------------------------------------10, 000 March 3, 1905--------------------------------------- 5, 000 March 2, 1907--------------------------------------- 14, 000 79, 000. 00 Total -------------------------------------------------- 84, 000. 00 Received on bond of failing contractor----------------------------6, 905. 04 Total ------------------------------------------------------ 90, 905. 04 COMMERCIAL STATISTICS. No replies have been received since 1901 in response to requests for com- mercial statistics. E 4. IMPROVEMENT OF HARBOR AT ECHO BAY, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 142 of this report. There were no operations during the year. Disbursements were in payment of the purchase of maps and office supplies. The available funds are to be applied to completing the project, APPENDIX E--REPORT OF COLONEL BLACK. 1183 APPROPRIATIONS. For project of June 18, 1878, and modifications..------------------- $51, 000. 00 June 25, 1910------------------------------------------------- 22, 110. 00 73, 110. 00 Proceeds from sale of maps_------------------------------------- 1. 25 Total----------------------------- -------------------- 3, 111. 25 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers.... ......................... ........ 3, 236 49-100 7-10 Sailing vessels ...................................................... 62 50-300 5-14 Barges, etc................................. ...... .................... .. 496 100-700 5-11 Passengers carried, about 81,104. Freight handled in 1909. Class. Short tons. Value. General merchandise. ................ ................................ 18,440 $1,418,750 Coal and other fuel........................................................ 57,240 286,200 Building and road materials .......................................... 172, 500 899, 200 Total........................... .. .......................... 248,180 2,604,150 E 5. IMPROVEMENT OF BRONX RIVER AND EAST CHESTER CREEK, NEW YORK. (A) BRONX RIVER, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 143 of this report. Proposals for dredging and rock removal were invited by adver- tisement dated July 29, 1909. All bids received were rejected as ex- cessive. The prices obtained in answer to advertisements during the past several years inviting proposals to remove dredgeable material from the channel of this river having been excessive and the bids rejected, informal proposals were invited with the result that on No- vember 1, 1909, a bid for 43 cents per cubic yard, scow measurement, was secured. This price is much lower than any heretofore received for dredging in Bronx River, and being considered reasonable was accepted. Contract was entered into December 4, 1909, and at the close of the. fiscal year 18,402 cubic yards of mud and small stones and 12.11 cubic 1184 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. yards of stones classed as bowlders were removed and disposed of. This work resulted in restoring the projected channel depths to and through the draw channels of the city and railroad bridges from a point just below the McConnell Coal Company wharf. This depth was not, however, secured for the full projected width in a few places where prevented by ledges of rock, nor was any work done in places where the channel was still in fair condition and could be used by the commerce of the iiver without any serious interruption to traffic. APPROPRIATIONS. June 3, 1896--------------------------------------------- $10, 000. 00 March 3, 1899---------------------------------- --------------- 20, 000. 00 June 13, 1902 (allotment) ---------------------------------- 5, 000. 00 March 3, 1905 (allotment) ---------------------------------21, 500.00 March 2, 1907 (allotment) ---------------------------------- 23, 000. 00 June 25, 1910 (allotment) ---------------------------------- __ 17, 000. 00 Received from sale of maps ------------------------------------- 2. 95 96, 502. 95 CONTRACT IN FORCE. Name of contractor: Maritime Dredging Company. Date of contract: December 4, 1909. Date of approval: December 9, 1909. Date of commencement: February 14, 1910. Date of completion: October 14, 1910. For dredging and rock removal to the extent of about $9,000 in expenditure for actual work under the contract, at the following rates: Dredging, 43 cents per cubic yard, scow measurement. Bowlders J to 2 cubic yards in size, $6 per cubic yard, solid measurement. Bowlders over 2 cubic yards in size, $11 per cubic yard, solid measurement. Ledge rock, $11 per cubic yard, prism measurement, in place. COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers ......... ................................... 1,650 39 5-7 Barges, etc .................................................... 5,000 80-500 5-7 * Exclusive of the balance unexpended July 1, 1910. APPENDIX E--REPORT OF COLONEL BLACK. 1185 Freight handled in 1909. Class.Short Class. itons. Value. Coal and other fuel................................................................ 89,015 $350,000 Building and road materials .......... ....................................... 430,138 921,735 Ashes, garbage, etc.... .. ............................................ 1,062 531 Total..................................................................... 520,215 1,272,26 (B) EAST CHESTER CREEK, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 145 of this report. No operations were carried on, the allotment from the appropria- tion of March 2, 1907, having been expended for maintenance in 1908. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------------------------ a $10, 000 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. APPROPRIATIONS. For project of March 3, 1873, and modifications------------------- $115, 500 June 25, 1910 (allotment) --------------------- ------------------- 24, 000 Received from sale of maps--------------------------------------- 2 Total ---------------------------------------------------- 139, 502 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers ....................................................... 770 39-70 6-8. 6 Sailing vessels .............................................................. 8 50-200 5-8.0 Barges, etc. .................................................... 1,953 100-1,200 2-8. 0 Freight handled in 1909. Class. Short tons. Value. General merchandise ..... .......................................... ... ...... 4,000 $292,000 Coal and other fuel ..................................... ......................... 92,556 462,780 Building and road materials..... ........................................... 1,044,137 3,080 204 Minerals and products .......................................................... 15,776 473,280 Ashes and garbage, etc...................... ......................... 34,200 17,100 Total......................................................................................1,190,669 4, 325,364 a Exclusive of the balance unexpended July 1, 1910. 56932°-ENG 1910----75 1186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E 6. IMPROVEMENT OF WESTCHESTER CREEK, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 147 of this report. This is a new project under which no work has yet been done. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement--_----------------------------_ a $5, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATION. June 25, 1910---------------------------------------------------$10, 000 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers..................................... ............. 1,014 20-110 5. 5- 9 Sailing vessels ............................................ .... 13 100-500 5.0-12 Barges, etc.................................................................. 1,001 200-600 2.0-10 Freight handled in 1909. Class. Short tons. Value. Coal and other fuel....................... ......................................... 86, 450 $432, 250 Building and road materials .......................................... 157, 690 630,760 Manufactures.... .................................................. 9,100 273,000 Minerals and products ............................................. ... 2,167 31,000 Ashes, garbage, etc.................................................... 8, 450 4, 225 Total............ ....................................... 263,857 1,371,235 E 7. IMPROVEMENT OF HARBORS AT PORT JEFFERSON, MATTITUCK, HUNTINGTON, GLENCOVE, FLUSHING BAY, AND CANARSIE BAY, NEW YORK. (A) PORT JEFFERSON HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 148 of this report. There were no operations, expenditures for maintenance not hav- ing been found necessary. a Exclusive of the balance unexpended July 1, 1910. APPENDIX E--REPORT OF COLONEL BLACK. 1187 APPROPRIATIONS. For former projects (see H. Doc. 421, 57th Cong., 2d sess., p. 297)__ $79, 000. 00 For present project: September 19, 1890------------ ---------- -- $25, 000. 00 July 13, 1892___ ------ _________ -_______ 10, 000. 00 August 18, 1894 --------- - __________ 7, 500. 00 June 3, 1896------------------------------- 7, 500. 00 March 3, 1899-__-------------------------___ 7, 500. 00 June 13, 1902 (allotment) ------- -------------- 10, 500. 00 April 28, 1904 (allotment) --------------------- 2, 400. 00 March 3, 1905 (allotment) 8, 500. 00 March 2, 1907 (allotment) ----------- $24, 000. 00 Transferred to allotment for Sag Harbor_ 2, 900. 00 21, 100. 00 100, 000.00 Total -------------------------------------- 179, 000. 00 March 26, 1907, repaid to United States Treasury the unexpended balance of allotment of $2,400, made from emergency act of April 28, 1904------------------------------------------------- 443. 65 Net amount appropriated to June 30, 1909__________-------------- 178, 556. 35 Amount appropriated, river and harbor act of June 25, 1910------- 1, 600. 00 180, 156.35 Net amount appropriated for present project to June 30, 1909_ 99, 556. 35 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Tugs and steamers........... ....... ................................ 795 6-150 4-14.5 Sailing vessels............. ................. ........................ 200 30-150 3- 8.0 Barges, etc ...................................................... 65 50-300 3- 7.0 Miscellaneous craft ....................................................... 100 2-500 2-14.0 Passengers carried, about 30,000. Freight handled in 1909. Class. Short tons. Value. General merchandise .......................................... 7,000 $525,000 Coal and other fuel.................................................. 100,000 525,000 Building and road materials........................................ 100,000 400,000 Manufactures ..................... ................................... 975 48,750 Minerals and products .................................. ....... ........... 55 550 Farm products.................................................... 10, 500 262,500 Ice.... ..................... ........................................ 200 43,000 Fish.. ......... .................... .................. 635 31,750 Total......... ..... .............. ....................... 129,365 1,836,550 a Exclusive of the balance unexpended July 1, 1910. 1188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (B) MATTITUCK HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 149 of this report, Dredging under the contract with the Maritime Dredging Com- pany, in progress at the close of the last fiscal year, was completed February 14, 1910. During the year 43,415.9 cubic yards of mud, sand, and gravel were removed, at a cost of $11,065.22. The total excavation under this contract amounted to 131,413.6 cubic yards, and resulted in making a channel 7 feet deep at mean low water and 100 feet wide for a distance of about 1,400 feet from the entrance, 80 feet wide for a farther distance of about 400 feet, and thence to the mill- dam about 60 feet wide. Considerable shoaling occurred in the entrance during the progress of the work, which necessitated the expenditure of $1,200 in redredging. A survey having shown that in order to maintain the channel at the entrance the jetties should be repaired and extended and the inner end of the west jetty should be connected with the shore above high water, contract was entered into with Romano V. Perini for doing the necessary work. Under this contract, completed June 15, 1910, a dike 371.1 feet long was built at the inner end of the west jetty, and 2,211 net tons of stone were deposited in the jetties, at a cost of $6,158.64. This work resulted in connecting the inner end of the west jetty with the shore above high water and in repairing the jetties and making them sand tight, the east jetty for a length of 680 feet and the west jetty for a length of 485 feet. An examination made on June 18, 1910, after all work under the contract had been completed, showed a marked improvement in the conditions at the entrance. The existing project, adopted June 3, 1896, contemplates the forma- tion of a channel from the sound to the village of Mattituck, a dis- tance of 21 miles. This channel is to have a width of 100 feet near the mouth and of 80 feet for the remaining distance. It is to have a mean low-water depth of 7 feet from the sound to the site of a bridge and milldam, about 1 mile about the mouth, and a depth of 7 feet at mean high water from the bridge to the village. The mean range of tide at the mouth is 4.8 feet and at the milldam 4.4 feet. The dam and fixed bridge mentioned in the project formed an obstruction to navigation, and in the act of June 25, 1910, Congress provided that no work should be carried on above that point until after the fixed bridge shall have been replaced by a suitable drawbridge and the dam removed, both by the local authorities. A new drawbridge replacing the old fixed bridge is in process of construction and prac- tically completed, and it is reported that the old dam is about to be removed. The local authorities seem anxious to have the work of improvement completed, and are complying with the conditions laid down by Congress under which the work is to proceed. The original estimate of the cost of the improvement was $83,000. Experience in the work has shown that the jetties as originally pro- jected were too short and too low. They were built higher and tighter and lengthened slightly during the past fiscal year as an inci- dent of channel maintenance with good results. Experience has also APPENDIX E--REPORT OF COLONEL BLACK. 1189 shown that the volume of dredging required is greater than originally estimated in 1891. The estimated cost of making the channel in accordance with:the adopted project is $176,700, which is $93,700 more than the original estimate. With the original estimate, as modified in the report of 1909, the jetties could be enlarged and extended so as to fulfill their purpose of channel protection, and a channel 7 feet deep at mean low water and of the projected widths can be completed to the milldam. Although the commerce of Mattituck is to-day hardly sufficient to warrant the original adoption of so extensive a project, its comple- tion would seem to be necessary in view of the fact that the local authorities have incurred a considerable expense in order to comply with conditions laid down by the United States, and further in view of the changes in the waterway at and near the village of Mattituck produced by the destruction of the dam, which changes will be detri- mental to the village unless they are compensated for by the opening of a channel as projected. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------ ----- ----- a $10, 000 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. APPROPRIATIONS. June 3, 1896------------ ---------------- ------------ $10, 000. 00 March 3, 1899 ------------------------------------------- 5, 000. 00 March 3, 1905 (allotment) -- ------------------------------ 20, 000. 00 March 2, 1907 (allotment) _---------------------------------40, 000. 00 March 3, 1909 (allotment) ----------------------------------- 6, 000. 00 June 25, 1910 (allotted) -- ___-------------------------------- 2, 375. 00 Received from sale of maps----------------------------------- 8. 85 Total -------------------------------- ----------- -- 83,383.85 CONTRACTS IN FORCE. Name of contractor: Maritime Dredging Company. Date of contract: December 24, 1907. Date of approval: January 15, 1908. Date of commencement: April 1, 1908. Date of completion: November 1, 1908. Time limit waived. Completed Feb- ruary 14, 1910. For dredging 139,400 cubic yards of material at 23* cents per cubic yard, scow measurement; bowlders at $4 per cubic yard, solid measurement. Name of contractor: Romano V. Perini. Date of contract: February 18, 1910. Date of approval: March 3, 1910. Date of commencement: March 20, 1910. a Exclusive of the balance unexpended July 1, 1910. 1190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Date of completion: June 20, 1910. Completed June 15, 1910. For repairing jetties, building dike, and erecting two channel marks. Stone at $2.09 per net ton; dike construction, at $4 per linear foot; two day marks in place for $300. Amount to be expended about $6,000. COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Freight handled in 1909. Class. Short tons. Value. Coal and other fuel......................... ..... ........ ................... 540 $2,160 ......................... Farm products........................ ......... ........... 250 8,000 Fish.... ............................................ .. 685 13,500 Total .................... ........................................... 1,475 23,660 (c) HUNTINGTON HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 150 of this report. There were no operations, no funds being available. A report upon a survey of this harbor was submitted January 10, 1910, from which it was concluded that Huntington Harbor is not worthy of further improvement beyond that contemplated by the existing project, but that this project should be maintained. APPROPRIATIONS. For former project (see H. Doc. 421, 57th Cong., 2d sess., p. 294) For present project: $22, 500 - September 19, 1890---------------------------------- $10, 000 July -13, 1892---------------------------- 5, 000 August 18, 1894--- 000 2,--------------------------------- June 3, 1896--------------------- ------------------- 5, 000 March 3, 1899------------------------ ----------------- 7, 500 June 13, 1902 (allotment) ------------------------------- 2, 500 March 3, 1905 (allotment) ------------------------------- 2, 500 March 2, 1907 (allotment) ------------------------------ 3, 500 June 25, 1910 (allotment) ------------------------------ 2, 500 40. 500 Total------------------------------ ----- 63, 000 a Exclusive of the balance unexpended July 1, 1910. APPENDIX ---- EPORT OF COLOREL BLACK. 1191 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Number. Trips. Tonnage. Draft. Feet. Tugs and steamers ............................................ 30 1,300 100-300 5-10 Sailing vessels........ ...................... .............. 25 70 10-500 3-14 Barges, etc....... ...................................... .. 50 300 200-700 8-12 Passengers carried, about 10,000. Freight handled in 1909. Class. Short tons. Value. General merchandise ............................................................. 4, 060 $212, 900 Coal and other fuel.............................................................. 20,100 80,400 Building and road materials. ..................................................... 17,120 141,504 Manufactures.......................... .................................... 109 5,010 Minerals and products ........................................................... 400 10,000 Farm products ................................................................. 1,000 16,000 Ice.... ........ .. ..... ................................................ 300 600 Fish.................................................................................................... 200 10,000 Total................................... 43,289 476,414 (D) GLENCOVE HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 151 of this report. There were no operations, no funds being available. The present length of breakwater affords sufficient protection to the commerce of this locality, and further improvement is therefore unnecessary. APPROPRIATIONS. August 11, 1888_---------- $20, 000 June 13, 1902 (allotment) ... $6, 000 September 19, 1890 ---------- 15, 000 March 3, 1905 (allotment) ... 3, 000 July 13, 1892________________ 10, 000 August 18, 1894 -------------- 10, 000 Total---------.---..... 72, 000 June 3, 1896---------------- 8, 000 COMMERCIAL STATISTICS. Vessels employed in trade in 1906. Freight handled. Articles. Short tons. Value. Coal and other fuel ...................................... ........... 7,062 $........ $18,000 Statistics not asked for since 1906. No funds available. 1192 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (E) FLUSHING BAY. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 152 of this report. There were no operations during the year. For purposes for which expenditures were made see page 152 of this report. APPROPRIATIONS. March 3, 1879--------...... $20, 000 August 18, 1894 .......... - $4, 000 June 14, 1880---------------- 15, 000 June 3, 1896 _________--__ 4, 000 March 3, 1881-------------- 10,000 June 13, 1902 (allotment)___ 2, 000 August 2, 1882--------L.... 5, 000 March 3, 1905 (allotment)___ 10, 000 July 5, 1884 _............... 10,000 March 2, 1907 (allotment___ 27,000 August 5, 1886 10, 000 June 25, 1910 (allotted)------ 12, 900 August 11, 1888 1_____5-,-__ 15, 000 September 19, 1890 --.----- 20,000 174, 900 July 13, 1892_ ___------- 10, 000 COMMERCIAL STATISTICS. Vessels emnployed irentrade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers ................................... ....................... 422 49-600 4-10 vessels............................................................. Sailing 76 100-300 13-35 Barges, etc ........................................................... 1,522 150-600 3-12 Miscellaneous craft....................................................... 10,000 3- 10 2-6 Freight handled in 1909. Class. Short Value. tons. General merchandise..... .... ................................. 15,000 $75,000 Coal and other fuel..................................................... 98,000 416,500 Building and road materials................ ............................... 82, 300 329, 200 Ice............................ .................................... 12,000 24,000 Ashes, garbage, etc......... ........................... ....................... 70,000 35,000 Total................ 277,300 ............... ................................. 879,700 (F) CANARSIE BAY. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 154 of this report. There were no operations during the year. For purpose for which expenditures were made, see page 154 of this report. APPENDIX E---REPORT OF COLONEL BLACK. 1193 A number of stakes were recently placed by the Light-House Establishment at intervals along the line of the easterly dike to be used as aids to navigation. APPROPRIATIONS. June 14, 1880-- ---... - $10, 000 June 13, 1902 (allotment) .... $5, 000 March 3, 1881__--------- 5, 000 March 3, 1905 (allotment) -. 2, 500 August 2, 1882--- 3, 000 March 2, 1907 (allot- July 5, 1884 ____-----__--5, 000 ment) __________ $4, 000 August 5, 1886-------------- 10, 000 Transferred to a 11 o t- August 11, 1888____--- - 10, 000 ment for harbor at September 19, 1890_ _____--5, 000 Sag Harbor, N. Y__ 750 July 13, 1892-- ---- 5, 000 3. 250 August 18, 1894 -............ 2, 000 June 3, 1896---- --- -- 10, 000 Total__-----------5,-750 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers ................. ................ ............. 2,752 10-248 5-121 Sailing vessels......................... ......................................... 109 40-600 3-13 Barges, etc...........................................................2,758 50-600 4-12 Freight handled in 1909. Class. Short tons. Value. General merchandise ......................................................... 101,593 $745,832. 58 Coal and other fuel...................... ..................................... 85, 934 342, 324. 89 Building and road materials ............................................... 5, 766 63, 176. 64 Manufactures.. ...... ............. ..... .................. 4, 792 311,526.28 Fish............. .................................................. 8,035 160,350.00 Ashes, garbage, etc .......................................................... 489, 200 493, 460. 00 Total........................................................................ 695,320 2,116, 670.39 E 8. IMPROVEMENT OF HEMPSTEAD HARBOR, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 155 of this report. This is a new project under which no work has yet been done. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement______- __--__-_____-_____ a $10, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. a Exclusive of the balance unexpended July 1, 1910. 1194 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. June 25, 1910-------------------------------------------------- $23, 500 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. No. Trips. Tonnage. Draft. Feet. Tugs and steamers ................................................. 11 2,377 55- 498 6-12.0 Sailing vessels. .............................................. 20 34 30-1,100 5.0 Barges, etc..... ....... . ..................................... 3.. 317 6,764 24-1,988 5-9.5 Miscellaneous craft .................................................... 11 21 44- 45 3- 6.0 Passengers carried, about 60,427. Freight handled in 1909. Class. Short tons. Value. General merchandise.............. .................................. 5,442 $441,038.00 Coal and other fuel ........................................................... 33,242 137,764.16 Building and road materials .................................................. 1,796,567 807,120.79 Manufactures........ ............................................... 385 19,250.00 Minerals and products................. ................................. 55 2,300.00 Farm products...................... ............ ...................... 29 812.00 Fish... ................................... ................................ 4,499 202,455.00 Total.............................. ................ 1,40,219 1,610,739.95 E 9. IMPROVEMENT OF EAST RIVER AND HELL GATE, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 156 of this report. Contract was entered into with the R. G. Packard Company May 29, 1908, for completing the removal of Pot Rock, Frying Pan reef and Middle reef, in Hell Gate, East River, New York, and from the beginning the work was prosecuted as rapidly as could be reasonably expected in this locality where the heavy traffic, combined with violent and irregular currents, and a narrow winding channel obstructed with rocky points and reefs are a constant menace to navigation. Careful investigation shows that the number of trips through the Hell Gate channel by steamers and tugs of established transportation lines average about 450 daily, and of ferryboats using and crossing the channel about 400 daily. This does not include barges, lighters, and car floats in tow, or privately owned 'commercial vessels or yachts. Of the car-float tows, about 105 feet wide by about 327 feet long, it is estimated that about 100 pass through Hell Gate each twenty-four hours. Soon after operations were commenced under the contract colli- sions became frequent, the contractor's dredge having been struck by passing boats more than 30 times between November 8, 1908, and - _________ - -- - - - __ _ _ ---- r --- SOUTH LINE OF. .QTh-IS.3..OLDQ .G 2 2.5 23 5. 263 . 295 33 28 21V 032 2287/ 22 2 33 2 32732013.00 29 2, 24 900 3163 91 2 U93 ,st5 21 29 1 725 3 2731 3 s 27 .4 230 02 a34 3J4 a ? /C8 23.0 23.5 t823 3 2 8 Ss2489 32 23 2 25 2 022 333 2 3 312 303212317219 21 240 3 2646 23l I2 a t 723 31252 M 2 53 3 2 230.13 2 3 2 3 0 3 0 f1 au, 23? 211 ,u 233 1 , 3 5.1 2x 8 1 3132l24113 21 343 21 1 E. 99TH ST. PROLONGED O .- 2 2 29 2 33 4 33 332 3 303.31.21 342*3 t9322263 26731 212 306 3 28 313 9 2a32 8 2 51 0 20 J1 1 231 ts 3 2t1 2 3 28 3 302 2 2 4 9 41 732 a 219. 270 295 ? 233 ! 34 31. suL 30 29 u 8 14 I 13 1 3130 21. 317 9 Z g 2t 34 3 J 3031 2*2 95 2 3 3 3 149 319 2 2J93 11:0 29.32 219 32530.9 53 2, 23to3 332 23 2 43. . .i t 3 91 0 I ? U 2 % U1 Ij 72 3 2 30128 5ao . 3 (131 5 2 95 ..,2 3403 21 .3 , 2 130330 291 3x'0 *9 295 01157 23aA 2 E. 98TH. ST. PROLONGED WAS 69PANU nt1 UlNIto STATS ENGINEEROFIC. ISTRICT NO . NEW YORIm 3u 3t3 'OT ROCK AND FRYING PAN UNITED STATES ENOINEER OFFICE, DISTRICT NO. I 3O tM 349 HELL GATE, N. Y. NEW YORK. N. V. TO ACCOMPAY ANNU Rt T FOR 1910. SKETCH sHOWINo LOCATION OF SHOALS TO SE CLEARKO OF S 30. OBSTRUCTIONS UNDER CONTRACT DATED MAY 2S, 1310. COLONEL CORPS OF ENGINEERS U. S. ARMY. SCALE OF FEET t.923S1 3U ZORU so Q o 10oo / NORTH LINE OF E. 97TH. ST. PROLONGED xi toos_ - -totor -- - - - • -- . + -.- I1 - • I .. . . . .n. .. . .i l ilri ! . .. I - i .. . .. . . . ' - ENGRAV D MDPRI NTE BY THe E 11. GICAE$U WL SVLY Eng 61 3 - - __ -- I - - I --- -- ' ': i 3a5+ 30.5 22A 26.4 232 35+ 30+ 23305 30.0 2. 20 0 22, 22 30 2 0. 232+ 305+ 25. 121. 33.1 30 . 1224 3042162 2.5 209 21 229." 0 27.8 30.6 341+ 34.21.1 191 211 30.3 3 30214 15 23329.42E25.2.2 3020 207 303 305+ 9 30.6 311+ ". 70.41P ," 224 221 217 3091 2327 2 22 30103 26. 3024+ 29. 30A+ 2'9 z28 2u 21Ae 1. 30y5 } 32. 26235.73 2 ' 210 22A 220 22 2 3 2.3. 2 3 2 706 3 + 27,4 195 20.7L 2 1 231 2 2226226 23.1 2530 23 22 237 +2930.5+ 3 230 2 23 2 2+ . 2 224.0 220 36 307 12 215 2536 291 25.6 26.7 25.31D 22. 2723 7 2 41 28121. 1 221 2125 337 223 271 3017 27.7 ! 229 2T,0 3226 27.51522 3..7 325+ 230 208 240 25. 25 7. 21,6C 2 &1 28 2 2 ? 6 0 25.7 2402 246821 305+2 27210 23. 22 235 235 2,6 97 203 [z~ f20.6 x32 237 2 305 26 2 22A 1. 2 261 .2462.6 22 ~ 20 22A8 30.]+ 241 275 255 23726 2118 240 241. 241 2L pZ 5. 243 '295 0 224 240227 31A} 2381 X 298 273 21 23 22.6 , 2.3 27.1 231 2304 2 2 20 24 2 3 42.6 25 21.6 263 3 2/ Z 243 197 11 5 26.6 6 632 1 243 2,3 2 22 28 15 2 313 2 A 2 0 2 32 2 2 22 2 9 1 31 4 2 3.6 2 24 .22 2 0 290 37033 291 .3 0 4 01 32 2532 27. 3Q5 217 363+ 27.6 L 2L2__ a "" 298 S273 26.6 27.i 24 2 32 5 1 0030032.48 23 2224 2622261 2u 2 2 27 293 30.6 30 300 28 272 292128 249 Y4 255 255 21.0 304 2$1 270 270 211 23S 296 25.7 24A" 26# 233 27.9 26.4 323 330373isl 3 24.3 2 5 3Q7 2321 3 1 4 33 33 7B 24 27 27 21 24 2 2 32 \63 3923 2 .02 2 7 . 3 2 35 2315 .1 231 . 272 r 2 1 306 303+ 2UJ 270 323 332 21232].310257]26.4273 260 22 2230 27.4 231 26 4 23.9 24.7 2x/ 26.1 24.4 24. 291 304 319 0. 21.5 2731 0 31,5 32 622 21.0 2~ 51 225 2 '7 , 2, 265 29.1 301 2 62 ?. 7&A 269 U 243 23 22 34. 1A 304 6]22227 39 0.1 C 295 273 5323329 23. 7 28.8 2 963 1 27. 277 23.5 324 3.0270 2 129 827 63 260 2 7 30 23 29 Jfl4 25,4 779 22 23.1 2 6 32 3.828 31.3 7A 25.34.3 72 274 4. 24 0 275 269 275 23A 2624 2 23,5 I 20 Za 25,4 328 ?e 267 2637 25. 3 1 A 3 7 1? 8 A2 4 26 26.4 212 6 2 25 2 .53 3 32 7 2 " 2 1 27A 29A 343 21 95'3D 928 SZ. 215 I- 0. .9' 281 30.7 23..3 903 29.4 27.1 29. 2,4 305 262 wxsf agPA a* s0T 305 5 ENQIIEEROPryIC.DIOSTICT NO. . NEW TORPN 1 ~ 3tae f.va 274 3 2L 59 302 233 260J 26 1 9 T uWIE DLE REEF 316 2$6 292 2 24 27,6 254 2735 AL32SHOWING LO EI L GATE, N. Y. 29A4 23S 304 3.7 SKETCH 239 29.0 29.6 307 tION OF SHOALS TO BE CLEARED OF UNITE O STATES ENGINEER OrFFICE. DISTRICT NO. I 31.1 oSTRUCTIC9o si4 5 SORDERCONTRACT DATED MAY 29, 1910. 311A NEW YORK. N. Y. 362£I SCALE OF FEET TO ACCOMPANY ANNUAL RE ORT FOR 1910. - 2360t 313* COLONEL CORPS OF ENGINEERS U.S. ARMY. sl I0 , D l 50 ,,,- ' Ia 'OO -- " --- ,IENLEEPw diEngDl 9 311 Eng 61 3 APPENDIX E--REPORT OF COLONEL BLACK. 1195 April 4, 1910, and the original intention to place a number of dredges on the work had, therefore, to be abandoned. Finding it impossible to employ more than a limited amount of plant without endangering navigation, the contractor made a request to enter into supplemental agreement to continue work under the contract, work to be completed not later than December 15, 1911. Such agreement was entered into June 13, 1910. Under this contract and supplemental agreement 169,784 square feet of area in area "A" and 17,977 square feet in area " B," in Middle reef (see sketch), were cleared of all obstructions to a depth of 26 feet below mean low water during the fiscal year, making a total under the contract of 418,930.1 square feet of area cleared of obstruc- tions to the prescribed depth. The survey of the river, including Little Hell Gate, authorized by river and harbor acts of March 2, 1907, and March 3, 1909, has been prosecuted as rapidly as conditions would permit. The surveys of Little Hell Gate and of reefs extending from the foot of East Twenty- sixth street are well advanced toward completion; surveys in other sections are well under way, and report upon reef east of Oak Bluff light, with map and estimate of cost, has been submitted. The studies at Little Hell Gate are being made not only with a view to possible navigation through that channel, but also to determine what effect, if any, the opening of a clear waterway there would have on the rapid currents of the East River at and north of Hell Gate. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement __________------------______a $200, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. By other than river and harbor acts prior to 1852__. $13, 861. 59 For former project (see H. Doc. 421, 57th Cong., 2d sess., p. 292) ------------------------------------ 20, 000. 00 $33, 861. 59 For present project: July 25, 1868 (allotment) ___- 85, 000. 00 April 10, 1869 (allotment) ______- __--- - 176, 841. 45 July 11, 1870 250, 000. 00 March 3, 1871 ---------------- 250, 000. 00 June 10, 1872 ---------------------------- 225, 000. 00 March 3, 1873------ --------------- 225, 000. 00 June 23, 1874 ---------- _ 214,000. 00 March 3, 1875___..__________----__ 250,000. 00 August 14, 1876 ______--_____--__-___ 250, 000. 00 June 18, 1878-- ------------------------- 350,000. 00 March 3, 1879_-...... _______ __ _____ 250, 000. 00 June 14, 1880 -__- ___---- __ ___-200, 000. 00 March 3, 1881--------------------------- 200, 000. 00 May 4, 1882 ------------------------------ 50, 000. 00 August 2, 1882__---------------------------- 200, 000. 00 July 5, 1884 ----------------------------- 360,000.00 August 5, 1886_-........------ __-____- 112, 500. 00 August 11, 1888 ------------------------- 250, 000. 00 September 19, 1890-- -.------- 200,000.00 July 13, 1892--- 150, 000. 00 a Exclusive of the balance unexpended July 1, 1910. 1196 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For present project-Continued. August 18, 1894----------------------------- $75,000. 00 June 3, 1896---------------------------------- 60, 000. 00 March 3, 1899 ----------------------- 250, 000. 00 June 13, 1902--------------------------------100, 000. 00 March 3, 1905-------------------------------200, 000. 00 March 2, 1907------------------------------ 250, 000. 00 June 25, 1910--------------------------- ----- 500,000.00 -$5, 683, 341.45 Received from sales------------------------- ----------------- , 394. 08 Total------------------------------------------------ 5, 684, 735. 53 E Io. IMPROVEMENT OF HARLEM RIVER, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 159 of this report. The work of dredging and rock removal under contract with the Columbia Dredging Company, suspended March 20, 1909, and re- sumed on May 3 1909, to be again suspended on May 5, 1909, has not been resumed. Some time before removing his plant from the site of the work in March, 1909, the contractor claimed that it was impos- sible to dredge to the required depth in a considerable part of the area included in his contract below Willis Avenue Bridge, off Randalls Island. An examination of part of this area, made on March 10, 1909, showed that the contractor's claim was not founded on fact and he was accordingly notified to proceed with the work. On May 3. 1909, a powerful dipper dredge was placed in position some distance above the locality in which the hard material was encountered, but was removed on May 5, 1909. Immediately thereafter the contractor stated that the company was negotiating to place a dipper dredge on the work, but on July 24, 1910, after repeated urging to resume work, he notified this office that the Secretary of War had been re- quested to authorize the termination of the contract. A careful detailed examination of the area left uncompleted under this contract has been made with drill scow Hudson, and a dipper dredge was hired by the United States and put on the work for a period of six, days in March and April, 1910, to determine by actual test whether the hard material complained of by the contractor could be removed by a dredging machine without previous blasting. It was shown both by the examination and test that rock did not exist in such quantity or extend to such height above the depth required under the contract, i. e., 15 feet below mean low water, as to make it impracticable for a suitable dredge to fulfill the contract require- ments. Action upon the contractor's request has not yet been taken, and further dredging has necessarily been suspended. Drill scow Hudson was employed on the Harlem River from July 1, 1909, to February 19, 1910; and from February 21, 1910, to April 30, 1910, on Newtown Creek, and has been laid up since the latter date because of the lack of funds for works of improvement requir- ing the removal of rock. In the Harlem River the work consisted in making a detailed examination of the undredged areas below Willis Avenue Bridge, and in removing rocks and bowlders from parts of APPENDIX E--REPORT OF COLONEL BLACK. 1197 this section of the river in which work under the contract had been reported completed. A total of 108 cubic yards of broken rock and bowlders were removed by the drill scow. The beneficial results of this work can not, however, be measured by the amount of rock reported as raised and disposed of at the dumping grounds, nor can the unit cost of this work be properly compared with work of rock removal at other localities, not only because of the congested river traffic and resulting delays from frequent collisions and fouling of anchor lines, but also because the work of the drill scow consisted mainly in removing isolated rocks and ri<1ges scattered over a com- paratively large area, and surface blasting having frequently proved to be the most economical method of removing ledge rock, much of the rock removed was scattered into deeper water in the immediate vicinity and therefore does not appear in the amount reported as removed. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, -____________-- for works of improvement__---_______ a $75, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. June 23, 1874 (allotment) ----------- -__ _____--- $11,000 For former project (see H. Doc. 421, 57th Cong., 2d sess., p. 294) ------------------------------------------- 10, 000 $21, 000. 00 For present project: June 18, 1878-----------------------------------300, 000 March 3, 1879--------------------------------- 100, 000 August 11, 1888 --------------------------------- 70, 000 September 19, 1890 ______ ____ 250, 000 July 13, 1892----------------------------------- 175, 000 August 18, 1894 125, 000 June 3, 1896----------------------------------- 125, 000 March 3, 1899 " 100,000 June 13, 1902------------------------------------75,000 March 3, 1905_------------------------------75, 000 March 2, 1907 000 1-------------------------------50, March 3, 1909 (allotment) ---------------------- 22, 000 June 25, 1910-- ----------------------------- 150, 000 1, 717, 000. 00 1, 738, 000. 00 Received on account of reimbursements and sales__---------- 118. 07 Total--------------------- --- ----------------------- 1,738, 118. 07 CONTRACT IN FORCE. Name of contractor: Columbia Dredging Company. Date of contract: July 22, 1908. Date of approval: August 7, 1908. Date of commencement: September 11, 1908. Date of completion: August 11, 1909. Time limit waived. For dredging and removal of broken rock and bowlders: Dredging at 28.85 cents per cubic yard, scow measurement; removal of broken rock and bowlders, at $4 per cubic yard, solid measurement. Amount to be expended about $75,000. G Exclusive of the balance unexpended July 1, i910. 1198 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. [Trips. Tonnage. Draft. Feet. 44, 848 Tugs and steamers. ............................................ ............... 30-600 5-15 Sailing vessels................................................. 2, 392 100-800 5-20 Barges, etc.....................................................78,10425-1,800 2-23 ........ ........ Miscellaneous craft.................... .. ..................... 3,200 3-1,000 1-20 Passengers carried, about 266,907. Freight handled in 1909. Class. Short tons. Value. General merchandise ............................................. 6,547,880 ................ $327, 394,000 Coal and other fuel.......... ......... ... ......... .............. 1, 445, 000 500 5,346, Building and road materials .................................... 4, 496, 900 32, 602, 525 Manufactures. .......... .......................................... 46, 482 1,394,460 Minerals and products..................... .. ....... ..................... 65,755 1,956, 210 Farm products........................................... ....... 3, 455 103,650 . .............................. Ice........ 130,520 280,618 Ashes,garbage, etc............................................ ...... 86, 893 21,723 ... Total................ .......................... _..... 12,822,885 369,099,686 IMPROVEMENT OF NEWTOWN CREEK, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 161 of this report. Under date of May 28, 1910, proposals were invited by advertise- ment for dredging in Newtown Creek and Wallabout channel, both under separate and combined bids. Six bids were received and were opened June 27, 1910. The lowest bidder proposed to do the dredg- ing, if awarded both works, for 172 cents per cubic yard, scow meas- urement; to remove broken rock and bowlders from to 3 cubic yards in size for $1.45 per cubic yard, solid measurement; and to remove broken rock and bowlders over 3 cubic yards in size for $3.25 per cubic yard, solid measurement. Contract had not been entered into on June 30, 1910. The project adopted June 3, 1896, provided for a uniform channel 125 feet wide and 18 feet deep at mean low water from the entrance to the Metropolitan avenue bridges, and the act of March 14, 1907, provided for widening at the mouth, and increased the estimated cost from $213,000 to $228,000. Surveys made in 1908 and 1909 show that extensive shoaling has occurred throughout the length of the dredged channel, in some places amounting to 2 feet and over for the full width of the completed channel. For this reason, and because of insufficient width at the bends and in the bridge approaches the channel can not now be used to its fullest capacity. This is one of the most traffic-congested localities in the district, the arrivals and departures of vessels ranging up to 21 feet draft amounting in 1909 to more than 32,000, and the freight handled to exceeding 5,000,000 tons, valued at about $253,000,000. APPENDIX E---EPORT OF COLONEL BLACK. 1199 To make the improvement fully available to this large commerce this channel should be restored to .ts general width of 125 feet and 18 feet depth at mean low water, with the necessary increase of the cross section at the bends and in the approaches to bridges. The estimated cost of doing this work, in addition to the funds available June 30, 1910, is $65,000. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement_____________________ _____ $20, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. For former project (see H. Doc. 421 57th Cong. 2d sess., p. 295)__ $197, 500. 00 For present project: June 3, 1896 ------------------------------------ $30, 000 June 4, 1897 ----------------------------------- 183, 000 June 13, 1902 (allotment of May 20, 1904)----------- 400 March 3, 1905________- -___-___________-__ _ 5, 000 March 2, 1907------------------------------------- 5, 000 March 4, 1907------------------------_____________15, 000 June 25, 1910 ------------ 1--------------- 10, 000 - 248. 400 00 Received on account of sales, etc------------------------------- 313. 73 rTotal L A- ------------------------ ----------------------- 446, 213. 73 COMMERCIAL STATISTICS. Vessels "employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers................ ........... ...... ............. 8,460 15-2,000 4-21 Sailing vessels................. .................................... 1,240 53-4, 364 6-21 Barges, etc ................................................ 22, 436 35-3, 508 1j-15 Miscellaneous craft .... ......................................... 160 157-1,000 41-11 Freight handled in 1909. Class. Short tons. Value. General merchandise.... .......... ................... .......... 472, 780 33, 094, 600. 00 Coal and other fuel..... ..................................... 1,447,923 5, 791,692. 00 Building and road materials ....................................... 1, 047, 690 7,333, 830. 00 Manufactures..... ......... ....... ......................... 12,708 381,240.00 Minerals and products ... ........................................ 1, 869, 922 203, 952, 879. 12 Farm products....... .......... ....... . ............. 71, 000 1, 757, 250. 00 Ice ................................................... ................. 100,105 400,420.00 Fish......................... .................................. 11,500 281,750.00 Ashes, garbage, etc .............................................. 80, 000 10, 000. 00 Total............................................................................. 5,113, 628 253,003,661.12 a Exclusive of the balance unexpended July 1, 1910. 1200 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E I2. IMPROVEMENT OF WALLABOUT CHANNEL, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 163 of this report. An examination having shown that considerable shoaling had occurred in the dredged channel along practically the entire length of Cob dock and the causeway, a survey of the locality was authorized and completed. Section 10 of the sundry civil act approved March 4, 1909, required that- * * * all unexpended balances of appropriations which remained on the books of the Treasury on the first day of July, nineteen hundred and four, except * * * be carried to the surplus fund and covered into the Treas- ury * * * In compliance with this requirement the balance of funds in hand was deposited to the credit of the Treasurer of the United States on May 21, 1909. On July 15, 1909, notification was received that the balance of the appropriation for Wallabout channel was held available under au- thority of public resolution No. 3, approved June 25, 1909, which exempted certain appropriations from the provision of section 10 of the sundry civil act approved March 4, 1909, and a map of the com- pleted survey was accordingly prepared preliminary to dredging for maintenance. Under date of May 28, 1910, proposals were invited by advertise- ment for dredging in Wallabout channel and Newtown Creek, both under separate and combined bids. Six bids were received and were opened June 27, 1910. The lowest bidder proposed to do the dredg- ing, if awarded both works, for 17, cents per cubic yard, scow measure- ment; to remove broken rock and bowlders from to 3 cubic yards in size for $1.45 per cubic yard, solid measurement; and to remove broken rock and bowlders over 3 cubic yards in size for $3.25 per cubic yard, solid measurement. Contract had not been entered into on June 30, 1909. APPROPRIATION. March 3, 1899------------------------- --------------- $40, 000. 00 June 25, 1910 ------------ -- --------- --------- 10, 000. 00 Received from sales of maps------------------------------------ .50 Total--------------- ----------------------------- 50, 000. 50 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Tugs and steamers......................................................... 694 62-495 6-14 Barges, etc .............................................................. .. 2, 499 100-2,000 7-22 APPENDIX E--REPORT OF COLONEL BLACK. 1201 Freight handled in 1909. Class. Short tons. Value. General merchandise....... .......................................... 724 $28,120.00 Coal and other fuel......... ... ..................................... 922,155 2, 953, 225.83 Building and road materials ................................. ............ 30,300 81,630.00 Manufactures.-- ............................................................ 370 22,000.00 Minerals and products............... ........................................ 139,380 460,700.00 Spent oxide a ......................... .......................... 400 ............. Ashes, garbage, etc.a..................................................... ... 1,000........... Total........................................ ................ ... 1,094,329 3,545,675.83 a No value at this point. EI 3. IMPROVEMENT OF BROWNS CREEK, NEW YORK OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 164 of this report. This work was combined with Patchogue River, New York, under an advertisement dated August 17, 1908, inviting proposals for dredg- ing, bids to be opened September 14, 1908. No bids having been received in response to this advertisement, steps were taken to secure proposals to do the work under open-market agreement, but so far as could be learned all dredging plants located in the bay were fully occupied on private work, and the amount of money available at the time was insufficient to induce other contractors to move their plants into the bay from outside points. Additional funds having been appropriated March 3, 1909, for removing shoals from the channel in Patchogue River, proposals were again invited by advertisement February 28, 1910, by circular letter dated May 10, 1910, and verbally since the latter date. No satisfactory replies have yet been received. Additional funds having been appropriated by act of June 25, 1910, it is proposed to again invite proposals by advertisement. APPROPRIATIONS. September 19, 1890 $12, 000. 00 March 2, 1907-------- ---- $5, 000. 00 July 13, 1892_______------ 5, 000. 00 June 25, 1910 _______--- __ 3, 000. 00 August 18, 1894 --------- 4, 000. 00 Received from sale of maps_ 1. 38 June 3, 1896_____-------- 4, 000. 00 March 3, 1899-._------- 3, 000. 00 Total---___-----_ _ 39, 001. 38 March 3, 1905____________ 3, 000. 00 56932°-ENG 1910--- 76 1202 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers .... .......................... ... ................. 84 5-50 3-6 ............. Sailingvessels ....... ............................... 150 3-100 2-7 ..... Miscellaneous craft 30 5-100 1-4 ......................................................... Passengers carried, about 5,000. Freight handled in 1909. Class. " ClassShort Value. Value. tons. General merchandise...... .... ......... ................................ 155 $10,850 Coal and other fuel......... ...... ......................................... 1,500 82,500 2,000 Building and road materials ............................................................ 36,000 Manufactures ............ ............................................ 1,200 1 36,000 Minerals and products ....... ........................................... 600 18,000 .... 350 11,200 Farm products. ............................................................................ Ice................................................................ 00 2, 000 Fish ................... ... .............................. .................. 30,000 810,000 .................. Total ...................................................... 36, 605 1,006,550 E z4. IMPROVEMENT OF GREAT SOUTH BAY, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 166 of this report. This work was combined with Browns Creek, New York, under an advertisement dated August 17, 1908, inviting proposals for dredging, bids to be opened September 14, 1908. No bids were received, nor was there any response to subsequent invitations for proposals to do the work under open-market agreement. (See report upon Browns Creek, New York, p. 1201.) APPROPRIATIONS. For former project (see H. Dec. 421, 57th Cong., 2d sess., p. 297)_.... $40, 000. 00 For present project: June 13, 1902----------------------------------$66, 000. 00 March 3, 1905------------------------------------2, 000. 00 March 2,1907 ________________-------------------2, 000. 00 March 3,1909---------------------------------- 3, 000. 00 June 25, 1910 .-- __------------------------- - 50, 000. 00 123, 000. 00 163, 000. 00 Received from sale of maps _______ __------------------ - - 2.92 Total-------------------------------- 163, 002. 92 APPENDIX E--REPORT OF COLONEL BLACK. 1203 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Freight handled in 1909. Class. Short tons. Value. General merchandise............................................................. 32,000 $290,000 Coal ................. ...................................... ....................... 16,000 91,000 Lumber........................................... .. ............... 150,000 2,850,000 Fish,etc........................................................................ 6,500 175,000 Total.................................. ................... 204,500 3,406,000 E 15. IMPROVEMENT OF HUDSON RIVER, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 167 of this report. The following was accomplished under contract: The Newburgh Dredging Company, under contract dated July 29, 1907: Material dredged and removed from- Cost. Stonehouse bar (8,807 cubic yards) $----------------- Kellogg shoal (4,435 cubic yards) ----------------------------- 1,104. 32 Total (13,242 cubic yards) -------------------------------- 3,297.26 Contract completed July 26, 1909. Eugene C. Sickles, under contract dated June 17, 1909: Furnishing paving stone and delivering on Schodack dike (N. Y. S.) Cost. (3,006.6 cubic yards) • -- $7, 666. 84 Contract completed November 3, 1909. 1204 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. William D. Fuller, under contract dated July 8, 1909, for furnish- ing and delivering rubble stone and quarry spalls in or on dikes: Locality. Rubble Quarry Cost. stone. spalls. Cubic yards. Cubic yards. Castleton dike, N. Y. S............ ....................... 391 60 $437.47 Cedar Hill dike section 1.................................... 39 10 47.53 Coeymans Middle dike................................................. 25 5 29.10 Lighthouse Island dike....................................... 249 68 307.49 Coxsackie Island dike..................................................... 148 61 202.73 Schodack dike, N. Y. S............................ . .............. .... 1,014 796 1,755.70 Overslaugh dike No. 1........................................ 50 ............ 48.50 Overslaugh dike No. lb............ ........... ............ .... 50 ........... 48.50 Overslaugh dike No. 2..................... ........... ........... ........ 20 ... ....... 19.40 Beacon Island paved dike......................................... 15 ............ 14.55 Total......................... .. 2,001 1,000 2,910.97 Contract completed October 14, 1909. The following was accomplished under open-market agreement with Randerson & Miller, under informal agreement dated March 25, 1910: Material dredged and removed from channel at Coeymans (8,880 Cost. cubic yards) ----------------------------------------------- $1, 332. 00 The following was accomplished by the use of government plant," the hire of labor, and the purchase of material and supplies in the open market, on the following dikes: Cox- Light- Coey- Schodack Castle- Small Material. sackie house mans ton Island. Island. Middle. N. Y. S. land. Round piling..............linear feet.. 61 1,019 258 679 97 .. Round timber.................. ... do... ....... . 44 .. ........ .. .......... Sheet piling ...... ........... feet b. m.. ......... ..... .. ........... .. 350 208 Square timber .................. do.... 1,302 1, 328 1,202 2,585 ................. Lumber............................ do................. . 80 6,091 19,640 ....... Tie rods................... .... pounds............ 230 54 14,188 ....... ......... Screw bolts................do.... 148 199 264 298 24 .. Drift bolts and spikes............. do.... 237 82 288 635 1,032 .. Washers. .................... do 55 92 102 545 11 .. Concrete laid........... square yards.. ........................ 172 ........ 8 Paving laid..................do... ............................ 3,724 30........ Paving stone..............cubic yards..... .... .......... ..... 3,007 ................. Rubble stone..............-.......do.... 148 249 25 1,014 391 .......... Quarry spalls...................do.... 61 68 5 796 60 .......... A shoal having formed between Roah Hook and Mulls Crossover, the immediate removal of which was necessary in order to maintain the channel and make navigation possible at low water, and the funds available for the improvement of the Hudson River being insufficient for the payment of the cost of this work and other necessary ex- penses, an allotment of $3,000 for removing the shoal was approved June 16, 1910, from the appropriation made by section 2 of the river and harbor act of March 3, 1909. Informal proposals to remove about 15,000 cubic yards of material from this shoal were invited by circular letter dated June 21, 1910, bids to be opened July 1, 1910. Owing to the season of 1909 having been very dry, the tides in the Hudson River were below the normal on an average of nearly one- half of a foot, thereby reducing the navigable depth at mean low water by that amount. APPENDIX E--REPORT OF COLONEL BLACK. 1205 The ice broke up suddenly January 22, 1910, as far as Coeymans, where it stopped and formed an ice dam, above which the broken ice was piled up. This ice dam remained until early in March, when ,tugs employed under the orders of the superintendent of public works of the State of New York, broke their way through the firm ice from Rondout, attacked it from below, and broke it up. The bad break-up of the ice left shoals in front of Coeymans and between Roah Hook and Mulls Crossover. The former shoal was re- moved by dredging sufficiently to enable the large boats to pass safely. The soundings taken on the bars and shoals since the opening of navigation show a narrowing and shoaling of the channel below Albany. Not taking the section between Roah Hook and Mulls Crossover into account, the present navigable channel is limited to a depth of 11.5 feet for a width of 60 feet. At Stonehouse Bar, though a channel 12 feet deep was dredged to a width of 100 feet, it has disappeared, and it is evident that the extreme width between banks is responsible, and a dike is required. Coeymans Crossover still shows the effects of the ice dam. The cause of the formation of this dam would seem to have been the removal of the ice directly in front of the Middle dike by cutting and storing and leaving the heavy ice at Barren Island intact, which, when the break-up occurred, stopped the ice from above Roah Hook so that the broken ice from farther north piled up against it. The fact that the channel through Mulls Crossover has about held its own is ascribed to the raising of the New York State dike on the east side of it having maintained sufficient velocity of current to keep the material in suspension, and this may account for the shoaling farther south, where the section of the river is apparently too great and the east bank low. The shoaling at Nine-Mile Tree, Castleton, and Cedar Hill bars is supposed to be caused by the loss of water into side channels, and can be remedied by raising the dikes, and the same may be said of Douws Point Crossover. The cause of the continued shoaling at Stone Light shoal is prob- ably the existence of reefs of rock which have been removed to only 12 feet, and from obstructions sufficient to cause the slight shoaling recorded by soundings. Above Albany, with the exception of Bath Crossover and shoal and Round shoal, though no dredging has been done for some years, the channel maintains its depth and width. On Bath Crossover the assistance of a dike on the east is apparently required. A comparison of the depths of the channel at and above the Dela- ware and Hudson Company's bridge shows very conclusively that without permanent regulation works or frequent dredging the chan- nel will not retain its depth. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement_______------____-------______ $700, 000 For maintenance of improvement-------------______ _ 50, 000 a $750, 000 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 Exclusive of the balance unexpended July 1, 1910. 1206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. For project adopted in 1834 and modified in 1852 and 1866 (see H. Doc. 421, 57th Cong., 2d sess., p. 294) _____________________ $1, 667, 0938. 00 For project adopted July 3, 1892, and modified March 3, 1899 _.. 3, 795, 806. 56 June 18, 1910, allotment from emergency appropriation, act of March 3, 1909 --------------------------------------------- 3, 000. 00 For present project, June 25, 1910 ---------------------------- , 350, 000. 00 6, 816, 744. 56 Repayment to appropriationm--__.---........--__-_ 10.06 Received from sales and reimbursements . .----- ----- - 201. 40 Total ----------------------------------------------- 6, 816, 956.02 CONTRACTS IN FORCE. Date of- Name of contractor. Com For- Contract. Ap- Comple- Contract.proval. menCt. 1907. 1907. 1907. 1 The Newburgh Dredg- July 29 Aug. 6 Sept. 7 (a) Dredging 487,800 cubic yards of ing Co. material, at 24.9 cotts per cubic yard, scow measuL±ement. Con- tract completed July 26, 1909. 1909. 1909. 1909. 1909. 2 Eugene C. Sickles ...... June 17 July 8 Aug. 13 Nov. 13 Furnishing and delivering 3,200 cubic yards paving stone, at $2.55 per cubic yard. Contract com- pleted Nov. 3 1909. 3 William D. Fuller..... July 8 Aug. 6 Sept. 9 Nov. 9 Furnishing and delivering rubble stone and quarry spalls, at $0.97 per cubic yard. Amount of con- tract about $2,910. Contract com- pleted Nov. 3, 1909. a Time limit waived. CCMMERCIAL STATISTICS. Freight handled in 1909. Class. Short tons. Value. General merchandise............................................................. 519,016 $211, 184, 520 Coal and other fuel........ . ................. ..... .......................... 430,765 2,082,006 Building and road materials.................................................. 955, 673 6, 856, 680 Manufactures .................................................... 163,988 6,970,313 Minerals and products-..........-- ................- ........ ..-.... ......-.. 29,755 148,773 Farm products........ ............. .................. ....... 262, 811 8, 756, 485 .. Ice......--....~.~......... __............................... 892,415 1,216,047 Total ..................................... ................. ... 3,254,423 237,214,824 Passengers carried, 1,313,827. APPENDIX E---REPORT OF COLONEL BLACK. 1207 E i6. IMPROVEMENT OF HARBOR AT SAUGERTIES, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 171 of this report. No work was done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to secure practical results at a reasonable cost. APPROPRIATIONS. For former project (see H. Doec. 421, 57th Cong., 2d sess., p. 298)_.._ $57, 000. 00 For present project: June 13, 1902____-______------ - --------- ___ $20, 000 June 13, 1902 (allotment--emergency) ---------------- 3, 000 March 3, 1905 --------------------------------- 5, 000 March 2, 1907------_-------------- ------------- 20, 000 June 25, 1910--------------------------------- 12, 500 60, 500. 00 117, 500. 00 Received from sales----- --- _________________-__--1. 10 Total ------------------- ------------------ ------ 117, 501.10 COMMERCIAL STATISTICS. Freight handled in 1909. Class. Short Value. Class. tons Value. Brick ......................... 500 $5, 500 Stone, cement, sand, etc...... 65, 000 $500, 000 Lumber and timber............ 1,000 9,000 Fuel (coal and wood)........ 7,000 30,000 Hay....................... 1,000 25,000 Manufactures ............. 45,000 1,600,000 Total ................ 125,100 2,177, 000 General merchandise.......... 5, 600 7, 500 Passengers carried, 14,000. a Exclusive of the balance unexpended July 1, 1910. 1208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E I7. IMPROVEMENT OF HARBORS AT RONDOUT AND PEEKSKILL, NEW YORK. (A)RONDOUT HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 172 of this report. No work done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to secure practical results at a reasonable cost. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement -------------------- -_ a $4, 000 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. APPROPRIATIONS. June 10, 1872_---_____ -- $10, 000 July 13, 1892_-------------- $5, 000 March 3, 1873 --------------- 20, 000 August 18, 1894---__-------- 5, 000 June 8, 1875 (allotment) ---- 1, 000 June 3, 1896 __-__--____--2, --- 500 August 14, 1876-------------- 30, 000 June 13, 1902 (allotment) .__ 2, 500 June 15, 1878--------------- 30, 000 June 13, 1902 (allotment) ... 3, 800 August 2, 1882__----__-- 2, 000 March 3, 1905 (allotment)___ 15,000 July 5, 1884__-_ 1, 000 March 2, 1907 (allotment)__ 3, 000 August 5, 1886 .__...____. 2, 500 June 25, 1910 (allotment) ... 1, 500 August 11, 1888 ---------- 5, 000 September 19,:1890 --------- 5, 000 144, 800 COMMERCIAL STATISTICS. Freight handled in 1909. Class. Short tons. Value Class. Short tons. Value. Fue (coal an od . 20,0 7,0 Brick.......................... $5,000 $20,000 Fuel (coal and wood)......... 250,000 875,000 Lumber and timber........... 25,000 500,000 Sundries ................. 10,000 50,000 Ice................ ... 25,000 25,000 Stone, cement, etc............. 125,000 350,000 Total................. 440,000 1,820,000 (B) PEEKSKILL HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 173 of this report. There were no operations, the amount of funds available prior to the appropriation made by act of June 25, 1910, being too small to accomplish any practical results. a Exclusive of the balance unexpended July 1, 1910. APPENDIX E--REPORT OF COLONEL BLACK. 1209 Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement------------------------------- a $2, 000 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. APPROPRIATIONS. June 3, 1896-------- -- $10, 000 March 2, 1907 (allotment)- $3, 000 March 3, 1899___----_---_ _ - 10, 000 June 25, 1910 (allotment)__ 1, 500 June 13, 1902 (allotment) ___ 3, 000 March 3, 1905 (allotment) ___ 2, 500 30, 000 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers ........ ....................................... 2,352 115-500 5-12 Sailing vessels ............................................... . 160 65-150 4-7 Barges, etc .............................................. ............. 450 115-800 6-12 Miscellaneous craft.......................................................... 200 2-50 2-4 Passengers carried, about 13,000. Freight handled in 1909. Class.tons.Class.Short Value. General merchandise............ ............... ................. 162,157 $4,700,873.00 Coal and other fuel..... ... ................................... 75,903 227,709.00 Building and road materials.............. ... ......................... 15,678 126,707.50 Manufactures ........... ........................................ 5,150 2,507,500.00 Minerals and products......... .................................... 9,714 551,448.00 Farm products............ ........... ..................... 1,000 10,000.00 Ice.................................................................. 2,500 7,500.00 Total....................... . .... ................... .......... 272,102 8,131,737.50 E I8. IMPROVEMENT OF WAPPINGER CREEK, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 174 of this report. No work was done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to accomplish any results of material benefit to navigation. Disbursements were in payment of expenses incurred in making an examination of reported obstructions. a Exclusive of the balance unexpended July 1, 1910. 1210 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimate of additional finds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__ -------------------------------- a $2, 000 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. APPROPRIATIONS. September 19, 1890-------------------------------------------- $13, 000 June 13, 1902---------------------------------------------------- 1, 500 March 3, 19P53,--------------- ------------------------------------- 3,000 March 2, 1907---------------------------------------------------- 3, 000 June 25, 1910--------------------------------------------------- 5, 000 Total-----------------------------------------------------25, 500 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips. Tonnage. Draft. Feet. Tugs and steamers....... ................................................ 2,074 24-181 4-91 Sailing vessels............................................................... 1 44-47 5-7 Barges, etc............ .... ....... ............................... 228 100-325 1-8 Passengers carried, 22,952. Freight handled in 1909. Class. Short Value. General merchandise................................................. 2,527 $417,302.73 Coal and other fuel.............................................................. 26, 364 96,104.35 Building and road materials......3........................................... 3,508 45,627.77 Manufactures .. .................................. ........... 11,270 6,847,821.62 Minerals and products........ 1, 599 65,692.28 Farm products.... .......................... 100 4,050.00 Ice ............. ......... .... ...................................... 25 75.00 Fish.. ........ ........................ ............................................... 2 60.00 Total.......................................................... 45,395 7,476,733.75 E Ig. IMPROVEMENT OF TARRYTOWN HARBOR,, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 175 of this report. No work was done during the year. The funds available prior to the appropriation made by act of June 25, 1910, were insufficient to accomplish any results of material benefit to navigation. a Exclusive of the balance unexpended July 1, 1910. APPENDIX E---REPORT OF COLONEL BLACK. 1211 APPROPRIATIONS. March 3, 1905 000. 00 $------------------ March 2, 1907------------------------------------------------- 16, 000. 00 June 25, 1910------------------------------------------------- 10, 000. 00 Received from sale of maps-------------------------------------- . 50 Total -------------------------------------------------- 001. 50 3___6, COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips made. Ton nage. Draft. Feet. Tugs and steamers................................................ 134 62-238 7 -9' Barges, etc.. .................................................. . 88 100-700 4 -8 Sailing vessels ..................................................... 2 9-18 24-14 Freight handled in 1909. Class. Short tons. Value. General merchandise................... .............................. 18,000 $900,000.00 Coal and other fuel...............................42, 617 157,712.90 Building and road materials ...... ..................................... 1,701,795 12,337,013.75 Minerals and products ... ........................................ 1,066 31,713. ,0 Ashes, garbage, etc................................................. 1,112 278.00 Total ............ .......... ............................... ......... 1,764,590 13,426,718.15 E20. IMPROVEMENT OF CONEY ISLAND CHANNEL, NEW YORK HARBOR. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 177 of this report. No work was done during the fiscal year. The indications are that the cost of maintaining a channel here will be high. For further details see summary on page 177 of this report. APPROPRIATION. March 2, 1907----- -------------------------------------------- $188, 300. 00 Repayment to appropriation -------------------------------- 36. 67 Received from sale of maps______________----- ____ __- ----- .33 Total ------------------------ ---------- ------- 188, 337. 00 a Exclusive of the balance unexpended July 1, 1910. 1212 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. 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. E 21. IMPROVEMENT OF JAMAICA BAY, NEW YORK. OPERATIONS DURING THE PAST FISCAL YEAR. For history and project, see page 178 of this report. This is a new project adopted by the river and harbor act of June 25, 1910, under which work has not yet been begun. For estimate of additional funds required, see summary, page 179 of this report. APPROPRIATION. June 25, 1910 -------- ------------------------------------ $250, 500 COMMERCIAL STATISTICS. Vessels employed in trade in 1909. Class. Trips made. Ton- nage. Draft. Feet. Steamers, etc .............. ...... ......................................... 3,852 10-250 5-13 Sailing vessels ...... ....................................... .. 129 40-1,000 3-13 Barges, etc.......... ................ ............................... 2,758 50-600 4-12 Freight handled in 1909. Class. Short tons. Value. General merchandise ............ ................................... 145,615 $1,456,150.00 Coal. ............... .................................... 107,250 482,625.00 Building and road materials.... ...................................... 23,340 93,360.00 Manufactures...................................................4,792 311,526.28 Minerals and products......... ......................................... 240 10,080.00 Fish............................. ............ ........................ 24,000 720,000.00 Ashes, garbage, etc .... .......................................... 672,029 772,833.35 Total............... ........................................ 977,266 3,846,574.63 E 22. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION. (a) Wreck of barge Bessie.-The removal of this wreck was re- ported in the Annual Report of the Chief of Engineers for 1909. page 1090. An unexpended balance from the allotment made May 20, 1909, amounting to $70, was deposited to the credit of the Treasurer of the United States July 31, 1909. APPENDIX E-REPORT OF COLONEL BLACK. 1213 (b) Wreck of scow (name unknown).-This wreck was reported on July 19, 1910, as obstructing and endangering navigation in the west channel just north of Watervliet Arsenal wharf, in the Hudson River, New York. An allotment of $300 for its removal was made July 23, 1909. Removal was completed on July 31, 1909, at a total cost of $285. Final report was submitted August 10, 1909, and the balance of the allotment, amounting to $15, was deposited to the credit of the Treasurer of the United States August 31, 1909. (c) Wreck of barge Kaaterskill No. 1.-This barge, loaded with brick, sank in Newtown Creek on the night of July 2-3, 1909, block- ing navigation through the northerly draw of the Meeker Avenue Bridge. Report was submitted July 21, 1909, recommending its re- moval. Allotments of $700 and $900 for its removal were approved on July 30 and August 31, 1909, respectively. The wreck was re- moved at a total cost of $1,600, and final report was submitted October 19, 1909. (d) Wreck of barge Helen R.-This wreck was reported to the department by the Red Star Towing and Transportation Line on October 8, 1909, and by indorsement dated October 27, 1909, an allotment of $3,000 for its removal was recommended. An examina- tion of the sunken barge showed that it was loaded with broken stone and while under tow had grounded about 100 feet north of the bridge at Strongs Causeway. The falling of the tide and the heavy cargo caused the seams to open, and at high tide the barge filled and spread one side. The owners abandoned both barge and cargo. The recommended allotment was approved November 1, 1909. Re- moval was completed at a cost of $1,040, and the balance of the allot- ment, amounting to $1,960, was deposited to the credit of the Treasurer of the United States December 28, 1909. Final report was submitted December 31, 1909. (e) Wreckage, Hudson River, New York, in the Overslaugh.- This wreckage consisted of a piece of the hull of a wooden boat lying in the easterly side of the channel on the Overslaugh. Neither the name of the owner nor the previous history of the wreck could be ascertained. Report recommending its removal was submitted to the department October 8, 1909, and an allotment of $500 for this pur- pose was made October 13, 1909. Removal was completed at a total cost of $477.94, and the balance of the allotment, amounting to $22.06, was deposited to the credit of the Treasurer of the United States December 28, 1909. Final re- port was submitted December 31, 1909. (f) Wreckage, Hudson River, New York, on Stonehouse bar.- This wreckage was reported to the department by letter dated Octo-' ber 26, 1909, and allotments of $300 and $100 for its removal were made October 29 and November 2, 1909, respectively. Subsequently the only obstruction found consisted of sand, broken stone and bowlders, about 100 cubic yards of which were removed by dredging. Recommendation was accordingly made on December 21, 1909, that the cost of doing the work, amounting to $300, be paid from the funds in hand from the appropriation for "Preservation and Maintenance of River and Harbor Works for Hudson River, New York, General Improvement," and that the $400 allotted from 1214 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the indefinite appropriation for removing wrecks be deposited to the credit of the Treasurer of the United States as a repayment to the credit of that indefinite appropriation. This recommendation was approved December 23, 1909, and the sum of $400 was deposited, as recommended, on December 28, 1909. (g) Wreck in Great South Bay off Point O' Woods (name un- known).-This wreck, supposed to be the bottom of an old schooner, was probably carried by storms and ice from the beach, about a mile west of Point O' Woods, into navigable waters of Great South Bay off Point O' Woods, seriously menacing navigation in its vicinity. Report was submitted to the department February 5, 1910, recom- mending its removal, and allotments of $300 and $75 for this purpose were made February 10 and March 10, 1910. Removal was completed March 11, 1910, at a total cost of $375, and final report-was submitted March 16, 1910. (h) Wreck off Rockaway life-saving station, Long Island, New York (no name).-This wreck consisted of a submerged scowv lying in deep water off Rockaway life-saving station on the southern shore of Long Island, New York, and reported to this office April 29, 1910, as constituting a serious menace to navigation. Upon investigation it was found that safety to passing vessels de- manded immediate action, and steps toward the removal of the wreck were at once taken. Report was submitted to the department on May 2, 1910, and an allotment of $375 to pay the cost of removal was made May 6, 1910. Removal to a place where it no longer menaced navigation was completed April 30, 1910. The owners of the scow have not been found and it is therefore proposed to sell it at public auction. APPENDIX F. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND NEW YORK, N. Y., DISTRICT., REPORT OF COL. S. W. ROESSLER, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. IMPROVEMENTS. 1. New York Harbor, New York. 4. Removing sunken vessels or craft 2. Bay Ridge and Red Hook channels, obstructing or endangering navi- New York Harbor. gation. 3. Enlargement of Governors Island, New York Harbor. UNITED STATES ENGINEER OFFICE, New York City, July 18, 1910. SnR: I have the honor to submit herewith annual report upon works of river and harbor improvement in my charge for the fiscal year ending June 30, 1910. Very respectfully, your obedient servant, S. W. ROESSLER, Colonel, Corps of Engineers. The CHfEF OF ENGINEERS, U. S. ARMY. F I. IMPROVEMENT OF NEW YORK HARBOR, NEW YORK. The title "Improvement of New York Harbor" has been applied to the improvement of the channels of the main entrance from the sea. OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1910. Thirty-foot channel by way of Sandy Hook.-This channel, com- pleted to 1,000 feet wide and 30 feet deep in 1892, has since been maintained to the same depth, and as nearly as practicable to the projected width. The U. S. dredge Raritan, belonging to Ambrose channel, has worked in Main Ship Channel during the year at such times as she could be spared from the Ambrose channel work, and has deepened 1215 1216 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the shoals along both the east and west sides of Main Ship Channel, where by reason of cross tidal currents deposits are most rapid, and has made from 29 to 30 feet depth where prior depths were from 26 to 29 feet. Her actual working time in Main Ship Channel was one thousand five hundred and twenty-five and four-tenths hours, and the amount of sand, mud, and refuse dredged and dumped at sea was 459,993 cubic yards. The total cost of this work, including superintendence and office expenses, was $34,065.13, or about 7.4 cents per cubic yard. Ambrose channel.-The U. S. dredges Manhattan, Atlantic, Rari- tan, and Navesink have worked in Ambrose channel during the entire year, excepting such time as the Raritan was dredging in Main Ship Channel. The length of Ambrose channel from the 40-foot curve at the entrance to the 40-foot curve at the inner end is about 38,000 feet, a little more than 7 miles. In the outer 21 miles of the channel the north half has been made 40 feet deep and from 925 to 1,000 feet wide; the south half has been made 1,000 feet wide from a point 10,000 feet to a point 18,000 feet inside the entrance; and from the latter point to the inner end of the channel the south and southwest half has been dredged to varying depths, where work is now in progress. Seventeen large stone piles (old dumps from street and cellar excava- tions) and many smaller ones have been removed by dredging deep holes alongside them and undermining the stones with a water jet, and a large clay shoal near midchannel and about 10,000 feet from the entrance was excavated. The rest of the material dredged has consisted of about 65 per cent sand, 30 per cent mud, and 5 per cent stone and .refuse. During the year these dredges removed from Ambrose channel 9,246,401 cubic yards of such material, depositing it in deep water at sea at distances from 5 to 12 miles from the dredging and averaging about 8J miles. The total amount expended upon Ambrose 'channel during the fiscal year is $422,203.24, making the cost of the work, including repairs, surveys, examinations, inspection, and all office expenses, 4.566 cents per cubic yard dredged. The working time of the four dredges was twenty-two thousand two hundred and sixteen and eight-tenths hours (of which one thousand five hundred and twenty-five and four-tenths hours was in main ship channel); this includes pumping, turning in cut, going to and from dump and dumping, and going to and from wharf; it does not include taking on coal and other supplies, repairs, storm, fog, and similar delays. Excluding the sixty Sundays and holidays during the year, the average actual working time per day made by each dredge was eighteen and two-tenths hours. In May the buoys in the outer 2 miles of the channel were moved so as to offer a navigable width in this section of 1,700 feet. Rock off Pier A.-At the beginning of the year removal of this rock to 40 feet depth had been begun under a contract with the R. G. Packard Dredging Company. The contractors drilled and blasted over the entire surface, and over a small part of it had to repeat the operation. In December the entire area of the rock was found to have a depth of 40 feet at mean low water and the work was com- pleted. APPENDIX F--REPORT OF COLONEL ROESSLER. *1217 The total amount of material removed under the contract, esti- mated voids being deducted, was 2,741 cubic yards. A survey made just prior to the removal showed 1,080 cubic yards of rock in place, the area of less than 40 feet depth being 9,060 square feet. This would appear as if the average removal had been to 5 feet below the required depth, but in dredging the contractors took up large quanti- ties of loose gravel and stones from outside the original 40-foot con- toui, and as nearly as can be estimated the average excessive depth made was about 2 feet. The ragged surface and strength of current made accurate determination of this impossible, and as payment was made in lump sum of $37,450 when a sweep at 40 feet depth passed over without touching, no such determination of quantity was necessary. PROPOSED OPERATIONS. It is proposed to apply the funds available for maintenance to removing shoals in the channels already dredged, in order of their urgency and importance; to apply the funds for Ambrose channel construction to completion of the channel to the projected width and depth. It is believed that the funds now available for Ambrose channel will suffice to complete the work of construction and that, if the four dredges belonging to the channel be kept continuously at work there, the channel will be completed by June 30, 1911. It is possible, however, that as the area to be dredged becomes less it may be impracticable to keep four dredges at work in the restricted space; should it be found expedient for this or any other reason of sufficient importance to withdraw from the work one or more of the dredges the result would be to increase the time required for completion with- out, however, any material increase of cost. No accurate estimate of the cost of maintenance of Ambrose chan- nel can be made now, because it is impossible to distinguish between the shoaling due to natural causes and that due to the disturbing of the bottom by the dredges at work. It is thought that for some years to come it may be such as to require the continuous service of one dredge and perhaps the partial service of a second, and to provide for this the estimated cost of maintenance of Ambrose channel may be placed at about $150,000 per annum, and of the other entrance chan- nels to $50,000. AMBROSE CHANNEL. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement (estimated at about)---------a $100, 000 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. o Exclusive of the balance unexpended July 1, 1910; and included in " Main- tenance," following precedent of river and harbor act of 1910. 569.32 -- ENG 1910---77 1218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Appropriations for improving New York Harbor have been made as follows: Application. Date. Amount. For Gedney and Main Ship channels and maintenance, prior to December 31, 1902, as per H. Doc. No. 421, 52d Cong., 2d sess., p. 295............... .............. $1,945,000.00 For maintenance, allotted from emergency appropriation .............. June 6,1900 1,500. 00 Do ................................................... .............. Apr. 28,1904 15,000.00 Do.......................................................do.............15,000.00 Do .................................................................. Mar. 3, 1905 75, 000. 00 Do........................................... ................... Mar. 2,1907 125,000.00 Do............................................. ......... Mar. 3,1909 100,000.00 For maintenance (including Ambrose channel) ........................... June 25,1910 200,000.00 2, 476, 500. 00 Received from other sources ........................ ............. ............................. 28,024.52 Total ............................ ................................... ... 2,504,524.52 For East (Ambrose) channel, dredging......... . ................. Mar. 3,1899 1,000,000.00 Do...... ...........-.. ......................... ............. Mar. 3,1901 130,000.00 Do................................................................... June 28,1902 150,000.00 Do..................................................... Mar. 3,1903 733,000.00 Do .................................................................... Apr. 29,1904 50,000.00 Do............. .................................................... Mar. 3,1905 715,510.00 Do.................................................. ..... June 30,1906 265,000.00 Do..................................................... ............. Mar. 4,1907 470,000.00 Do.............................................. .......... ............ May 27,1908 683,490.00 Do....... ....... ........ .......................... Mar. 4,1909 627, 000.00 Do.................................................................... June 25,1910 324,510.00 Total..... ........... . ............................... 5,148,510.00 Amount diverted for removal of rock in North River, by joint resolution of July 1, 1902, and by river and harbor act of Mar. 3, 1905 ................................ 45,000.00 5,103,510.00 Received from other sources.................................................. 4,123.59 5,107,633.59 For removal of rock in North River ............................................. 45,000.00 CONTRACT IN FORCE. With W. K. Niver Coal Company, of New York, N. Y., for furnishing bitumi- nous coal for the U. S. dredges Manhattan, Atlantic, Raritan, and Navesink. Date of contract, September 27, 1909; approved by the Chief of Engineers November 3, 1909. Date of completion, last Monday in June, 1910. Quantity, 36,000 tons, more or less. Price, $2.82 per ton. COMMERCIAL STATISTICS. No comprehensive record of the commerce of the port of New York is kept, and its magnitude and diversity preclude the possibility of preparing such for this report. The Chamber of Commerce of the State of New York in its annual report prepares with care a statement of imports from and exports to foreign countries, but not including domestic, coastwise, and local traffic. This is the most accu- rate statement available, for the items which it covers, and from the report for the year ending June 30, 1909, just published, the following data are compiled : The leading articles of import into the United States at the port of New York for the year ending June 30, 1909, were sugar, tea, coffee, wool, cloths and dress goods, hides, leather and leather goods, furs, copper, tin, rubber, and tobacco, which, with other miscellaneous imports, aggregated about 5,279,036 short tons, valued at $799,944,596. The value of such imports for all other ports of the United States for the same period was $599,884,427. APPENDIX F-REPORT OF COLONEL ROESSLER. 1219 The leading articles of export were cotton, breadstuffs and other provisions, oils, tobacco, metals, and manufactures, which with other items amounted to about 5,862,359 short tons, valued at $721,971,494. The value of such exports for all other ports of the United States for the same period was $1,088,254,220. Vessels trading with domestic ports are not required to take out clearance papers, and most of them do not; no statistics of their carrying trade are accessible. Statement of the number and tonnage of vessels belonging to the port of New York June 30, 1909. Number. Tonnage. Sailing vessels .......................................... 845 248,196 Steam vessels .............. ........................................ 1,804 913,308 Canal boats ........... ............................................ 179 21,081 Barges....................... ....................................... 1,569 428,439 Total ................. ..................................................... 4,397 1,611,024 From the records of the New York and New Jersey pilot commissioners' offi- ces the following data concerning deep-draft ships crossing the outer bar have been compiled for the calendar year 1909: Outward. Inward. Draft.Nuber Numb NumbereNumber of r tes- of ves-o sels. of trips. sels. of trips. 35 feet draft. .... ... ........ .......... ...................... 1 4.......... 34 feet draft and under 35................ .................. 2 27........... 33 feet draft and under 34........................................ 16 2 10 32 feet draft and under 33........ ........................... 14 34 2 21 31 feet draft and under 32........................................... 26 49 0 0 30 feet draft and under 31....................................... 37 103 3 3 29 feet draft and under 30...................................... 46 16 12 18 28 feet draft and under 29........ ............ ......... .55 131 18 60 27 feet draft and under 28.......................... 100 195 30 108 675 220 The total number of different ships of 27 feet draft or over is 153. The maximum draft of ships leaving the harbor in 1909 was 35 feet; the maximum draft entering was 33 feet 6 inches. Before improvement of the harbor entrance vessels drawing 27 feet could cross the bar at extreme high tides only. F 2. IMPROVEMENT OF CHANNEL IN GOWANUS BAY, NEW YORK HARBOR, NEW YORK. BAY RIDGE AND RED HOOK CHANNELS-OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1910. Under the appropriation made by the sundry civil act of 1909, a contract, dated July 19, 1909, was entered into with the Morris & Cumings Dredging Company to excavate about 1,800,000 cubic yards of material and to widen the 35-foot depth in Bay Ridge channel to 1220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1,200 feet and to make the same depth in Red Hook channel for such width as the funds would permit of. Dredging was begun August 19, 1909, and except three months' suspension during the winter, was continued through the year, removing 1,767,792 cubic yards of mud and sand, of which 116,437 cubic yards were deducted as being below the prescribed depth, but which may partly fill up before completion of the contract, and 2,660 cubic yards were deducted as being illegally dumped. Bay Ridge channel was dredged 35 feet deep to its full width of 1,200 feet, and Red Hook channel has been dredged to the same depth and for nearly the same width. The contract will be completed early in July. PROPOSED OPERATIONS. With the funds appropriated by the sundry civil act of June 25, 1910, $250,000, it is proposed to deepen Bay Ridge channel to the projected depth of 40 feet for a width of 600 feet (one-half the projected width), beginning at the outer 40-foot curve and extending up the channel as far as may be. It is expected that the funds will be sufficient to extend the 40-foot depth about 10,000 feet or to nearly opposite Sixty-fourth street, Brooklyn. These channels are in the collection district of New York, of which New York City is the port of entry. The nearest light-house is the Statue of Liberty Enlightening the World, on Bedloe Island, about 1 miles west. The nearest work of defense is Fort Jay, Governors Island, New York Harbor. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement__________________________ ______ __ a $35, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. Appropriations for improving Bay Ridge and Red Hook channels have been made as follows: Application. Date. Amount. For previous projects: Appropriations prior to 1899, as per H. Doc. No. 421, 57th Cong., 2d sess. p. 293 including $175,000 (estimated), applied to Buttermilk channel and Gowanus Creek channel .. ........................................ $1,346,100.00 For present project of 1899: Dredging... ............................................. Mar. 3,1899 100,000.00 Do ............. June 6,1900 262, 000. 00 Do ............. Mar. 3,1901 140, 000. 00 Do ................................................. June 28,1902 100,000.00 Do -.........--...---.. .. ..................... Mar. 3,1903 272,000.00 Do.....................--.......-... ............. . Apr. 28,1904 175,000.00 Do............................................ Mar. 3,1905 200, 000. 00 Do-........................ .................------- . . June 30,1906 250, 000. 00 Do....-....-........................ Mar. 4,1907 200, 000.00 Do .... .......................................... ........... Mar. 4,1909 310, 000.00 Do...................................................... .......... June 25,1910 250,000.00 2,259,000.00 Received from other sources................................ ................. 929.69 Total------------------------.......................-----------.............. ............. 2,259,929.69 a Exclusive of the balance unexpended July 1, 1910. APPENDIX F-REPORT O1' COLONEL ROESSLER. 1221 CONTRACT IN FORCE. For excavating Bay Ridge and Red Hook channels. Name of contractors: Morris & Cumings Dredging Company. Date of contracts: July 19, 1909. Approved by the Chief of Engineers: July 29, 1909. Time for beginning work: October 1, 1909. Time for completion: July 1, 1911. Amount to be dredged: 1,800,000 cubic yards at 16.85 cents per cubic yard. COMMERCIAL STATISTICS. The following statistics for the calendar year 1908 were collected with care from the several wharves along the channel; they are practically unchanged for the year 1909: Sailings. Cargo Estimated tonnage. value. Bay Ridge channel (Ninety-second to Twenty-eighth streets): Shorttons. Foreign receipts.................................................. 314 785,906 $45, 794,100 Foreign shipments..-...........-------------------------------------- 390 1,579,281 96, 097,400 Domestic receipts---------------------------------------................................................. (a) 332,000 2, 255,000 Red Hook channel, exclusive of Erie Basin ........................... ... (a) 100, 000 2,000,000 Erie Basin................ ............................... 376 1,490, 713 75, 341,752 Total........... ......................................... 1,080 4,287,900 221,488,252 a Domestic receipts, mainly from barges. In addition to the above, about 3,215,000 short tons of domestic freight passed through these channels to and from Gowanus Creek, of value estimated at $33,000,000. The amount and importance of commerce in this part of New York Harbor is increasing with the increased channel facilities. This section is now the terminal of steamship lines making regular trips to Central America, Brazil, Nova Scotia, Italy, Austria, and Sweden, and of more or less regular sailings to China, East Africa, India, etc. F 3. ENLARGEMENT OF GOVERNORS ISLAND, NEW YORK HARBOR. OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1910. July 9, 1909, a contract was entered into with Henry Steers (In- corporated) for filling the remainder of the inclosure, estimated to require about 300,000 cubic yards of embankment above low water, no payment to be made for material below low water; and for com- pleting the masonry sea wall, about 400 feet length required, together with the riprap foundation. This work was begun promptly, and at the end of the year 151,406 cubic yards of embankment above low water had been placed. The gap in the sea wall is still left open to provide access for scows bringing material for the fill. The area built up to approximate grade under this contract is about 84 acres. January 5, 1910, a contract was entered into with Henry Steers (Incorporated) to furnish earth or soil sufficiently clayey to pack and not blow about in heavy winds and to spread it over the completed 1222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. fill to an average depth of about 9 inches, bringing the whole up to accurate grades, to cover with a thin layer of fertilizing material and to seed down the entire area. This work was not specifically con- templated in the original project, which estimated for filling by pumping in dredged material. It was found that in such filling the mud and earthy matter washes down to the lower and outer parts, leaving a surface of clean sand which blows about in heavy winds to such an extent that nothing could be grown from seed; and when the winds were from the west and south quantities of the finer sand were blown over upon the old island, injuring the grass and becom- ing a nuisance even inside the quarters. Therefore when it was found that the saving in cost of sea wall left sufficient funds to cover the loose sand, the recommendation for expenditure for this purpose was approved. Work under the contract was begun in June, 1910, and 2,819 cubic yards of soil were placed, mainly in a line to grade up for a'railroad track to be used in spreading the soil. A light and fog bell have been maintained during the year at the southwest curve of the sea wall. PROPOSED OPERATIONS. With the available funds the sea wall and embankment will be completed and a surface soil will be spread over the whole, fertilized and seeded; the project will be completed. It is estimated that a small balance will remain which should be applied placing additional riprap along the base of the sea wall from time to time as may become necessary. APPROPRIATIONS. The appropriations made for this work, as far as relates to the Engineer Department, are as follows: Sundry civil act of March 3, 1901 ($260,000), allotted to Engineer Department ------------------------ ---- $200, 000. 00 General deficiency act of July 1, 1902--------------------------200, 000. 00 Sundry civil act of March 3, 1903------------------------------ 150, 000. 00 Sundry civil act of April 28, 1904--------------------------- 200, 000. 00 Sundry civil act of March 3, 1905--------------------------- 100, 000. 00 Sundry civil act of March 4, 1907---------------------------- 100, 000. 00 Sundry civil act of May 27, 1908 ---------------------------- 75, 000. 00 Sundry civil act of March 4, 1909----------------------------75, 000. 00 1, 100, 000. 00 Recei ved from other sources-------------------- --------------- 2. 60 Total------------------------------------------1, 100, 002. 60 CONTRACTS IN FORCE. Building embankment and sea wall, Governors Island, New York: Name of contractor: Henry Steers (Incorporated). Date of contract : July 9, 1909. Approved by the Chief of Engineers: July 30, 1909. Time of beginning work: August 29, 1909; completion, November 29, 1910. Estimated expenditure: Seventy thousand four hundred dollars. APPENDIX F-REPORT OF COLONEL ROESSLER. 1223 For furnishing and spreading earth and fertilizing material on the new em- bankment, and seeding same: Name of contractor : Henry Steers (Incorporated). Date of contract: January 5, 1910. Date of approval by the Chief of Engineers: February 2, 1910. Contract price: Eighty-nine thousand four hundred dollars. Time for beginning work: Within thirty days after notice of approval of contract. Time of completion: As stated in the contract. F 4. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION. Steamship Finance.-The Finance, an iron steamship belonging to the Panama Steamship Company, was sunk November 26, 1908, about 900 feet north of the center range of Bayside channel, at the New York Harbor entrance. At the beginning of the year a contract for removal was in force and operations were under way. They were suspended during the winter months, resumed in spring, and are still in progress. It is considered that the wreck is about two-thirds removed. Steamnship Daghestan.-The Daghestan, an iron steamship, was sunk December 18, 1908, in the fairway between Ambrose channel light-ship and the entrances to Ambrose and Gedney channels. At the beginning of the year a contract was in force for removal of so much of the wreck as should leave a clear depth of 50 feet at mean low water. Work was begun August 11, 1909, was suspended during the winter, and after resumption was finally completed May 20, 1910. The total cost of removal was $35,000. Barge Winm. H. Connor.-The Connor, a wooden barge, was sunk in a collision April 19, 1909, at a point about 2,000 feet from the inner end of Gedney channel. The hull was so damaged in storms soon after sinking that removal by floating was impracticable. Under a contract provided for removal by blasting and taking up in pieces, the obstruct;on was wholly removed in October, 1909. Schooner Daylight.-The Daylight, en route from Norfolk, Va., to Boston, Mass., with cargo of about 1,000 tons of coal, on January 18, 1910, came into collision with a scow and sank near the west edge of Ambrose channel at its upper end, in water 32 feet deep. The schooner was abandoned by the owners, and under contract part of the cargo was removed and the vessel lifted entire at cost of $6,000 for removal, less $1,500 for the boat and cargo; net cost, $4,500. The schooner was removed in March, 1910. Schooner J. Henry Edmunds.-This schooner, with cargo of 400 tons of molding sand, was run into by a dump scow February 1, 1910, and sank in 23 feet of water in the southern entrance to New York Harbor, about 2 miles east of Sandy Hook. The wreck was abandoned by the owners, and under contract was broken up and all parts above the level of the surrounding bottom were taken out. The work was completed April 4, 1910, at cost of $3,495. 1224, EPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Canal boat M. P. De Long.-This boat, abandoned and partly sub- merged, was found drifting about the waters of the upper bay, New York Harbor, in vicinity of Ellis Island, on September 2, 1909. She was a dangerous obstruction in these crowded waters and was slowly sinking. She was towed away at once and grounded above low water in private lands near Bayonne, N. J., at cost of $100. Canal boat Mary O'Donnell.-This boat, like the M. P. De Long a derelict, worthless, abandoned, and nearly submerged, was found adrift in New York Upper Bay on September 29, 1909. She was taken possession of at once, towed to Bayonne, N. J., and grounded above low water, where she would not be liable to escape into the navigable channels, at a cost of $100. CONTRACT IN FORCE. For removal of wreck Finance. Name of contractor, Johnston & Virden. Date of contract, May 22, 1909; approved by the Chief of Engineers May 28, 1909. Contract price, $23,950. Work to be begun within twenty days after notification of approval and completed within seven months thereafter. Time limit waived by the Chief of Engineers. APPENDIX G. IMPROVEMENT OF RIVERS AND HARBORS IN THE THIRD NEW YORK, N. Y., DISTRICT. REPORT OF COL. WM. T. ROSSELL, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. IMPROVEMENTS. 1. Passaic River, New Jersey. 5. Keyport Harbor, Matawan Creek; 2. Arthur Kill, or Staten Island Sound, Raritan, South, and Elizabeth New York and New Jersey; chan- rivers; Shoal Harbor and Comp- nel between Staten Island and ton Creek, and Cheesequake Creek, New Jersey; and channel north New Jersey. of Shooters Island, between New 6. Shrewsbury River, New Jersey. York and New Jersey. 7. Removing sunken vessels or craft 8. Woodbridge Creek, New Jersey. obstructing or endangering navi- 4. Raritan Bay, New Jersey. gation. UNITED STATES ENGINEER OFFICE, New York City, July 19, 1910. SIR: I have the honor to transmit herewith the annual reports upon the works of river and harbor improvement under my charge in northeastern New Jersey for the fiscal year ending June 30, 1910. Very respectfully, your obedient servant, WM. T. ROSSELL, Colonel, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. G i. IMPROVEMENT OF PASSAIC RIVER, NEW JERSEY. Detailed descriptions of this river and of the projects for its im- provement are printed in the Annual Report of the Chief of Engi- neers for 1900, pages 177 and 1530 to 1552, and a condensed history is contained in current 'summary. OPERATIONS DURING THE PAST FISCAL YEAR. At the beginning of the fiscal year work was in progress under a continuing contract with the Midland Land and Improvement Com- pany, under project approved March 23, 1907, for work authorized by Congress by act of March 2, 1907, and 1,849,456 cubic yards of material, mud, and sand had been removed. Dredging was continued during the year, and the amount of material, mud, sand, and gravel removed was 761,500 cubic yards, the work by months being as follows. 1225 1226 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1909. Material.' 1910. Material. Cubic yards. Cubic yards. July............................... .120,595 January...... ................... .......... August ............................ 122,145 February................ .... .... September......................... 137,608 March............................ . 24,489 October .... ........ .............. 117,541 April ................................ 31,651 November ....................... ..... 64, 606 May.............. ................ 26,930 December.......................... 70,991 June.............................. 44,944 The minimum rate of excavation required under this contract is 50,000 cubic yards per month. Two to six dredges have been em- ployed on this work, and the dredged material was mostly dumped in a basin between the Plank Road Bridge and Pennsylvania Rail- road freight bridge (sec. 4 in table), whence it was pumped ashore for land reclamation of the large marsh tract lying between and near the mouths of the Passaic and Hackensack rivers. Two large pumps are employed on this work. A part of the material dredged was dumped at sea. The amount of material excavated and location of work done during the year, also totals under the contract, are shown in the following table: Table showing progress of dredging in Newark Bay and Passaic River under the project of March 2, 1907, for a channel 16 feet in depth at mean low water, 300 feet wide to the Nairn linoleum works, thence 200 feet wide to the Montclair and Greenwood Lake Railroad bridge. Contract of Midland Land and Im- provement Company, dated August 12, 1907. Sectional description. Amount Total Propor- dredged amount tion of in fiscal amount tion of Sec- yearend- dredged section Remarks. tion. Location. Length. ing June contract pleted. 30, 1910. contract. pleted. Cu. y---Cu--ds Yards. Cu. yds. Cu. yds. Per cent. Deep water in Newark 3, 700 272,284 851,605 95 Nearly completed. Bay to Lehigh Valley R. R. bridge. Lehigh Valley R. R. 3,000 180. 457 578.272 80 Dredged full length and bridge to Newark and width, but not full New York R. R. bridge. depth. Newark and New York R. 1,230 281,273 1 95 Nearly completed. R. bridge to Newark plank road bridge. Plank road bridge to 1,400 40+- Dumping basin. No esti- Pennsylvania R. R. mate to be made until freight bridge. close of contract. Pennsylvania R. R. freight 3,530 161,001 575,904 60 Dredged full length and bridge to Jackson Street about 200 feet width, Bridge. but not full depth. Jackson Street Bridge to 660 36,516 127,733 95 Dredged nearly full length, Pennsylvania R. R. width, and depth. bridge, Market street. Pennsylvania R. R. 660 109,580 194, 507 95 Do. bridge, Market street, to Center street R. R. bridge. 8 Center street R. R. bridge 530 1,662 1, 662 ......... Work just commenced, to Bridge street highway bridge. 9 Bridge Street Bridge to 260 ............ Delaware, Lackawanna and Western R. R. bridge. 10 Delaware, Lackawanna 460...................... and Western R. R. bridge to Clay street highway bridge. 11 Clay Street Bridge to New 430 .. ...... ........ York, Lake Erie and Western R. R. bridge. 12 New York, Lake Erie and 1,100 .......... ...................... Western R. R. bridge to Nairn linoleum works. 13 Nairn linoleum works to 2,000 Montclair and Green- wood Lake R. R. bridge. Total................. 18,960 761,500 [2,610,956I... APPENDIX G----REPORT OF COLONEL ROSSELL. 1227 Under advertisement of March 26, proposals were received on April 26, 1910, for completion of channel between the Nairn lino- leum works and the Montclair and Greenwood Lake Railroad bridge. 200 feet in width and 10 feet in depth as provided for by project of June 13, 1902. A contract for the work dated May 13, 1910, has been entered into with The International Contracting Company. At the close of the fiscal year work had not been commenced. Under advertisement of March 1, proposals for maintenance dredg- ing above the Montclair and Greenwood Lake Railroad bridge, pro- ject of 1872, were received on April 1, 1910. The bids were con- sidered excessive and.were rejected. Under "written offer and written acceptance" a contract dated May 24, 1910, under specifica- tions of March 1, has been entered into with The International Con- tracting Company to do the required work. At the close of the fiscal year work had not been commenced. Preliminary examination of Newark Bay, and preliminary exami- nation and survey of Passaic River above the Montclair and Green- wood Lake Railroad bridge, as provided for by the river and harbor act of March 3,1909, were made, and reports on same were submitted on April 25, 1909, July 14, 1909, and April 8, 1910, respectively. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement------ ----------------------- $150, 000 For maintenance of improvement ---------------------------- 5, 000 a 155, 000 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. APPROPRIATIONS. For projects of 1872 and 1880: June 10, 1872---------------------------- $25, 000.00 March 3, 1873----------- ----------------- 25, 000. 00 June 23, 1874----------------------------20, 000. 00 March 3, 1875 ----------------------------- 20, 000.00 August 10, 1876-------------------------------- 10, 000. 00 June 18, 1878 ----------------------------- 10, 000. 00 March 3, 1879 ------------------------------ 2, 000. 00 June 14, 1880------------------------------- 32, 000. 00 March 3, 1881--- ------------------------- 50, 000. 00 August 2, 1882 ---------------------------- 50, 000. 00 July 5, 1884_ -------------------------------- 28, 000. 00 August 5, 1886---------------------------- 26, 250. 00 August 11, 1888------------------------------ 35, 000.00 September 19, 1890-------------------------45, 100.00 July 13, 1892 (projects consolidated) ---------- 45, 000. 00 August 18, 1894--------------- ------------- 15, 000. 00 June 3, 1896---------------------------------- 15, 000. 00 March 3, 1899-- -------------------------- 15,000.00 a Exclusive of the balance unexpended July 1, 1910. 1228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For projects of 1872 and 1880--Continued. June 6, 1900 (allotment July 12, 1901) ......---------- $1, 000. 00 June 6, 1900 (allotment May 22, 1903) ----------- 10, 000. 00 June 13, 1902 (allotment Jan. 26, 1904, and June 15, 1906) ------------------------------ 10, 000.00 March 3, 1905 (allotment May 26, 1906)--------- 12, 725. 40 March 2, 1907 (allotment Sept. 16, 1907)-------- 17, 000. 00 519, 075. 40 November 28, 1902, returned to Treasury-------- 1, 000. 00 $518, 075. 40 For projects of 1902 and 1907: June 13, 1902_ ----------------------------- 75, 000. 00 March 3, 1903--...------------------------- 100, 000.00 March 3, 1905 000. 00 7-----------------------------5, March 3, 1905 (allotment May 26, 1906) -------- 27, 274.60 June 30, 1906----------------------------- 46, 000. 00 March 2, 1907 (allotment Sept. 16, 1907)-------- 36, 000. 00 March 2, 1907------- -------------------- 200, 000.00 May 27, 1908 ------------------------------ 65, 000. 00 March 4, 1909----------------------------200, 000. 00 June 25, 1910---------------------------- 150,000.00 974, 274. 60 Total -------------------------------- 1, 492, 350. 00 June 30, 1910, received to date from sale of maps ------------ 144. 36 Total ------------------------------------------ 1, 492, 494. 36 CONTRACTS IN FORCE. Name of contractor: Midland Land and Improvement Company. Date of contract: August 12, 1907. Date of approval: August 27, 1907. Date of commencement: August 28, 1907. Date of completion : Indefinite; dependent upon appropriations. Dredging about 4,177,110 cubic yards of material, at 161 cents per cubic yard, scow measurement. Name of contractor: The International Contracting Company. Date of contract: May 13, 1910. Date of approval: May 20, 1910. Date for commencement: July 15, 1910. Date for completion: November 15, 1910. Dredging about 39,000 cubic yards of material, below the Montclair and Greenwood Lake Railroad bridge, at 50 cents per cubic yard, scow measurement. Name of contractor: The International Contracting Company. Date of contract: May 24, 1910. Date of approval: June 6, 1910. Date for commencement: July 15, 1910. Date for completion: December 14, 1910. Dredging about 16,000 cubic yards of material, above the Montclair and Green- wood Lake Railroad bridge, at 75 cents per cubic yard, scow measurement. APPENDIX G--REPORT OF COLONEL ROSSELL. 1229 COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Statement showing number of vessels of all kinds, by months, passing through the Newark Bay drawbridge of the Central Railroad Company of New Jersey for the year ending December 31, 1909. [Furnished by Mr. Joseph O. Osgood, chief engineer, Central Railroad Company of New Jersey.] Month. Steamers. Schooners. Barges. Sloops. Launches. Total. January.............................. 924 21 768 16 9 1,738 February................. ... 971 24 745 11 10 1,761 March......... .......... ........ 1,123 41 915 31 16 2,126 April.. ............................. 1,380 66 985 46 46 2,523 May...............................1,415 65 1,121 125 501 3,227 June................................ 1,722 60 1,057 173 1,075 4,087 July................................. 1,931 89 1,090 220 1,642 4,972 August............................... 1,973 86 1,115 227 1,900 5,301 September................. .................. 1,682 73 1,070 212 1,358 4,395 October........................... 1,736 74 1,189 139 528 3,666 November ........................... 1,597 65 1,071 93 169 2,995 December........................... 1,512 48 941 50 76 2,627 Total.......................... 17,966 712 12,067 1,343 7,330 39,418 Statement showing number of vessels of all kinds, by months, passing through the Passaic River drawbridge at mouth of river of the Central Railroad Com- pany of New Jersey for the year ending December 31, 1909. [Furnished by Mr. Joseph O. Osgood, chief engineer, Central Railroad Company of New Jersey.] Month. Steamers. Schooners. Barges. Sloops. Launches. Rafts. Total. January ................ 946 14 666 14 2 0 1,642 February......1.............. 1,460 33 822 32 0 0 2,347 March.............. ....... 1,755 54 1,008 51 15 0 2,883 April........................ 1,796 52 1,070 72 196 20 3,206 May......................... 2,028 71 1,252 129 329 1 3,810 June......................... 2,115 90 1,219 95 465 9 3,993 July.................... 2,164 90 1,305 81 502 14 4,156 August.................. ... 2,062 56 1,288 91 452 1 3,950 September.................. 1,888 79 1,520 108 217 20 3,832 October............. ....... 1,963 77 1,476 109 225 20 3,870 November.................... 2,363 96 1,475 80 98 9 4,121 December................. ........ 2,216 99 1,108 82 35 8 3,548 Total.................... 22,756 811 14,209 944 2,536 102 41,358 Statement showing number of vessels of all kinds, by months, passing through the Hackensack River drawbridge at mouth of river of the Central Railroad Company of New Jersey for the year ending December 31, 1909. [Furnished by Mr. Joseph O. Osgood, chief engineer, Central Railroad Company of New Jersey.] Month. Steamers. Schooners. Barges. Sloops. Catboats. Launches. Rafts. Total. January............ 143 3 55 0 0 0 0 201 February ...... 83 1 42 0 0 0 0 126 March............... 197 16 95 0 0 0 9 317 April............... 280 33 113 3 0 0 7 436 May................ 302 37 153 29 17 407 6 951 June.............. 259 48 146 57 23 684 3 1,220 July................ 302 44 181 77 73 1,246 15 1,938 August............. 265 40 159 64 37 1, 309 5 1,879 September ......... 272 33 190 69 42 835 5 1,446 October............ 308 29 194 31 14 455 13 1,044 November......... 317 29 202 20 6 121 16 711 December.......... 268 25 178 13 0 21 5 510 Total.......... 2, 996 338 1,708 363 212 5, 078 84 10, 779 1230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight tra ic. NEWARK BAY AND PASSAIC RIVER. Amount. Articles. Valuation. Long tons. Short tons. Brick.......... ................................................... 337,467 377,964 $2,209,167 Coal..... ........................................... 244, 966 274, 362 846,519 Chemicals and colors.. ...... ............................. 74,859 83,842 12,154,758 Cement, plaster, etc ........... ............................ ..... 89, 468 100, 204 546,139 Grain ........................................................... 18,721 20,968 415,038 Fertilizer....................... ......................... 69,704 78, 068 1,560, 602 General merchandise....... ............................... 305,245 341,874 108,191,200 Lumber........................................................... a 127,392 254,784 2,962,021 Oils..... ............................................. 60,648 67,926 1,457,816 Ores and metals ............... ............................ 153,489 171,907 28, 447,930 Stone and sand........................................... 471,211 527,757 3,633, 645 Miscellaneous......... ................................. 206, 807 231,623 1, 644, 990 To and from Hackeisack River................................ 106,723 119,530 730,378 Total ....... .......................................... 2,650,809 164,800,203 a Thousand feet. The following statement of commerce entered at the United States custom- house, port of Newark, N. J., has been furnished through the courtesy of the collector of customs, Newark, N. J.: Article. Amount in cus- Estimated tomary unit. value. Received: Asphalt.......................................................... 8,392 tons......... $66,696 Plaster rock................................................................... 36,950 tons........ 56,425 Sulphur ore.......... .................................... 3,073 tons...... 24,185 Lumber (sawed).... .... ... ......................... 13,250,000 feet..... 181,410 Lath.............................. ..................... 21,808,000........ 53,894 Gold ore a...... .............................................. .......... 1,089 tons........ 59,781 Lead bullion a..................................................... 15,611 tons....... 3,716,579 Lead ores a.................................................... 1,207 tons......... 29,356 Total...................... ..... .................................. 4, 188,326 Shipped: Coal................................... 28,036 tons ........ 131,497 Copper (refined) a............... ........................... 472 tons........... 135,877 Fertilizer...................... .. ........................... 900 tons........... 24,091 Lead (refined) a................ .................................. 15,660 tons......... 1,490,855 Total.................... .... ...................... ................. 1,782,320 a Carried in Newark and New York Bays bonded line. Vessels arriving and departing engaged in foreign trade. [Does not include local river traffic, of which we have no data.] Class. Number Draft Class.of trips when Tonnage. loaded. Feet. Steamers................... ....................................... 57 15-151 42,085 Sailing............................. .............................. 124 12-14 29,151 Total .............................................. .......... 181 ... ... 71,236 APPENDIX G--REPORT OF COLONEL ROSSELL. 1231 Statement showing classification of vessels registered at the port of Newark, N. J., also passengers carried, and the foreign vessels that have entered and cleared during the calendar year 1909. Foreign vessels en- American tered and cleared, er registered Net NetN. port of Newark, Class. home port, registered Passengers. Newark, tonnage. N. J. Number Number of boats. of trips. Steamers............................... 65 5-1,266 265,268 7 30 SaIling ................................... ... 14 6- 430 ............ 108 108 Barges................................ 11 83- 433............ ............. Total .................................. 90 ............ 265,268 115 i38 The commerce is carried on in sail and steam vessels, canal boats, and barges, drawing from 5 to 16 feet. G2. IMPROVEMENT OF ARTHUR KILL, OR STATEN ISLAND SOUND, NEW YORK AND NEW JERSEY; CHANNEL BETWEEN STATEN ISLAND AND NEW JERSEY; AND CHANNEL NORTH OF SHOOTERS ISLAND, BETWEEN NEW YORK AND NEW JERSEY. (A) ARTHUR KILL, OR STATEN ISLAND SOUND. Detailed descriptions of this waterway and the projects for its improvement are'printed in the Annual Report of the Chief of Engi- neers for 1900, pages 178 and 1525 to 1530, and a condensed history is contained in current summary. OPERATIONS DURING THE PAST FISCAL YEAR. At the beginning of the fiscal year dredging was in progress, under continuing contract of William H. Taylor, at which time a total of 2,967,548 cubic yards of material had been removed. Dredging under this contract was continued during the year. The amount of material dredged during the fiscal year was 389,245 cubic yards, the work by months being as follows: 1909. Material. 1910. Material. July............... ............... 21,203 January............................. .23,056 August............................ .. 7,491 February................. ......... . "46,904 September......................... 21,554 March.,.............................. 49,660 October............................... 35,684 April................................. 30,012 November............................ 34,479 May................................... 52,166 December................. ......... 37,333 June................................. 29,703 1232 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The material was mud, sand, gravel, and clay, and it was dumped at sea. One dredge was employed on the work. The amount and locations of work done during the year, as well as that done under the contract to date, are shown in the following table. This improvement is now practically completed except rock re- moval. The only dredging required under contract in force is the removal of a few small shoals disclosed by recent examinations throughout the sections dredged. The removal of these shoals is now in progress. Rock removal on the west side of the channel near the Baltimore and Ohio Railroad bridge and on the east side near Tremley Point was advertised under date of June 22, 1910. Table showing progress of dredging in Arthur Kill upon contract in force, and parts of sections dredged and completed under the project of June 13. 1902, for a channel 300 feet wide and 21 feet deep at mean low water. Amount Total Propor- dredged amount tion of Sec- Location (sectional descrip- Length. in fiscal s tis Remarks. tion. tion continuous). g earend- dredged under sections corn- Remarks. ing June contract. pleted. 30, 1910. Yards. Cu. yds. Cu. yds. Per cent. 1 Shooters Island to a point 1,450 121,347 596, 672 98 Nearly completed. 600 feet east of Corner Stake light. 2 Thence to a point near 1,833 168,586 917,016 100 Completed. Staten Island ferry slip, Elizabethport. 3 Thence to Baltimore and 1,350 70,618 242,197 100 Practically completed ex- Ohio R. R. bridge. cept rock removal. 4 Thence to a point near 1,100 23,512 141,761 100 Completed. wharf of National Tran- sit Co. 6 Thence to a point 450 feet 933 5,182 97,794 100 Do below Buckwheat Island. 6 Thence to center of Chel- 1,667 ........-. 310,357 100 Do. sea Island. 7 Thence to a point 1,000 feet 1,667 ..-..... 331,376 100 Do. above Rahway River. 8 Thence to a point near 1,667 .......... 218,137 100 Practically completed ex- Carteret. cept rock removal. 9 Thence to a point near 1,667211, 503 100 Completed. Fresh Kills. 10 Thence to a point near 3,000 ..........-......... ......... Section has natural re- Port Reading. quired depth. 11 Thence to a point near 2,333 ...- 289,980 100 1. Completed. Sewaren (Storys flats). Total ................ 18,667 389,245 3,356,793 ........ Channel from Kill van Kull to section 1, length 600 yards, has required depth. Channel from section 11 to Raritan Bay, length 6,000 yards, has required depth. APPENDIX G--REPORT OF COLONEL ROSSELL. 1233 APPRQPRIATIONS. For present project: JJune 13, 1902 --------..-.. ________-_____- - $100, 000. 00 Ilarch 3, 1903 ------ __-____-________--150, 000. 00 larch 3, 1905 -------------------------------- 70, 000. 00 June 30, 1906___ ___________________ ___ 50, 000. 00 Iarch 4, 1907___-- __ _______-- --- ___-- 85, 000. 00 March 4, 1909 --------------------------------- 150, 000. 00 Jlune 25, 1910 .--.. _____-_________ -_____ 30, 000. 00 $635, 000. 00 June 30, 1910, received to date from sale of maps----------------- 40. 10 Total_--------------------- --- 635, 040.10 CONTRACT IN FORCE. Name of contractor: William H. Taylor. Date of contract: October 14, 1903. Date of approval: October 27, 1903. Date of commencement: November 28, 1903. Date of completion: Indefinite; dependent upon appropriations. Dredging about 3,535,000 cubic yards of material, at 14.8 cents per cubic yard, scow measurement. COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. Number of trips. Class. Total. tered Draft when American. Foreign. tonnage. loaded. Registered: Feet. Steamers............................ 12, 651 63 12,714 6-2, 500 51-22.0 Sailing .............................. 3,176 54 3,230 7-2, 400 5 -16.0 Barges ............................. 2,941 ............ 2,941 75-3,000 3 -12.0 Unregistered: Steamers................. ....... ............... 1,1481148 5- 8.5 Sailing ................................ 839 839............ 5 -12.0 Barges ... ................... 88,588 ............ 88,588 ............ 3 -12.0 Power boats..... ................ .... 100,000 ............ 100,000 ................... Total................................. 209,343 117 209,460 ....... .... .... Freight trafic. Articles. Amount in customary units. Ashoruntons. Valuation. Coal.......................................... 6,100,545 long tons......... 6, 832, 610 $22, 329, 456 Ores and metals................................ 338,366 long tons............ 379,303 41, 345, 890 16,000cases.............. Oils............................................ 15,348 barrels................ 858,677 14,502,227 757,610 long tons............ Machinery and manufactures .................. 70,071 long tons........ .. 78, 479 14, 618, 066 Lumber .................................... 77,498,276 feet b. m......... 150,183 3,087, 280 Clay and sand................................ 41,415 long tons........... 46,384 60, 447 Brick......................................... 47,525,000....... .... 96,856 380,200 Chemicals and fertilizer................. .. 419,065 long tons.......... 469,353 10, 314, 502 Building material ......... .................. 122,771 long tons........... 137,504 527,004 Asphalt .................................... 89,900 long tons............ 100, 688 6, 269,300 Miscellaneous................................ 316,119 long tons........... 354,053 18, 515, 739 Total....................................... 9,504,090 131,950,111 0 56932 -ENG 1910------78 1234 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. To the above must be added the commerce of the tributaries passing through the Arthur Kill, amounting to 6,125,678 short tons, valued at $117,164,735, mak- ing a grand total of 15,629,768 short tons, estimated value of $249,114,846, re- ceived and shipped. A large amount of commerce passes through this waterway of which no record is kept. The figures given are therefore too small. (B) CHANNEL BETWEEN STATEN ISLAND AND NEW JERSEY. Detailed descriptions of this waterway and of the projects for its improvement are printed in the Annual Report of the Chief of Engineers for 1897, pages 1130 to 1132, and a condensed history is contained in the current summary. OPERATIONS DURING THE PAST FISCAL YEAR. No work upon this improvement was done during the fiscal year. The project is completed. Maintenance dredging is usually required every second year. The last work done was finished in August, 1906, at which time the channel had the full projected dimensions of 400 feet width and 14 feet depth at mean low water. Recent examinations show that maintenance work will be necessary this season. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement________________a_________ _ a $10, 000 Submitted in compliance with reqiurements of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. APPROPRIATIONS. June 23, 1874--------------- $50, 000 July 13, 1892 b_---------- $5, 000 August 14, 1876____________ 10, 000 July 13, 1892 _____________ 15, 000 June 18, 1878_----------- 15, 000 August 18, 1894 b__________-- 4, 500 June 14, 1880_------------- 29, 000 August 18, 1894 _____ ___-- 6, 000 August 2, 1882_____________ 40,000 June 3, 1896 c_________--- 13, 000 July 5, 1884__ _______----- 10, 000 March 3, 1899______________ 32, 000 August 5, 1886 __________ 15, 000 June 13, 1902 c________ 10, 000 August 11, 1888 b___________ 10, 000 March 3, 1905_________ __ 10, 000 August 11, 1888_____________ 15,000 June 25, 1910__ _____---10, 000 September 19, 1890 b_________ 7, 000 September 19, 1890 _______- 15, 000 Total_------------- 321, 500 COMMERCIAL STATISTICS. This is a connecting channel and the commerce includes part of that of Arthur Kill, part of Raritan Bay and its tributaries, and about 25 per cent of the Passaic River, and the information received is insufficient to make a 'statement of the tonnage and value of the commerce. a Exclusive of the balance unexpended July 1, 1910. b Appropriation for improving Arthur Kill, New York and New Jersey- removal of Steep Point. c Includes $5,000 for Lemon Creek. APPENDIX G--REPORT OF COLONEL ROSSELL. 12385 LEMON CREEK. The following commercial statistics for the year 1907 were furnished by Messrs. Philip De Waters, John Van Wyk, and A. G. Marscher : Oysters, value, $325,000; clams, $35,000; coal, lime, cement, sand, etc., $75,000. Number of vessels, 50 to 75; draft, 31 to 6 feet; tonnage 10 to 100. In the fishing season from 25 to 50 boats use the creek daily for anchorage. Valua- tion of boats that navigate the creek, $145,000. (C) CHANNEL NORTH OF SHOOTERS ISLAND. Detailed description of this waterway and of the project for its improvement are printed in House Document No. 337, Fifty-ninth Congress, second session. OPERATIONS DURING THE PAST FISCAL YEAR. This work was assigned to this office by department letter of July 2, 1910, and it provides for making a channel north of Shooters Island between New York and New Jersey, being an extension of an existing project for the improvement of the Arthur Kill or Staten Island Sound from Kill van Kull to Raritan Bay, in accordance with a report submitted in House Document No. 337, Fifty-ninth Congress, second session. Nothing in furtherance of this project was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, ------------------------------------ for works of improvement___ a $100, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATION. June 25, 1910---------- ----------------------------------- $100, 000 COMMERCIAL STATISTICS. This will be a connecting channel, and the commerce to be benefited will be that of the Arthur Kill, which, in 1909, amounted to 15,629,768 short tons, with an estimated value of $249,114,846. G 3. IMPROVEMENT OF WOODBRIDGE CREEK, NEW JERSEY. Detailed descriptions of this creek and of the projects for its im- provement are printed in the Annual Report of the Chief of Engi- neers for 1900, page 1552, and a condensed history is contained in the current summary. a Exclusive of the balance unexpended July 1, 1910. 1236 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. OPERATIONS DURING THE PAST FISCAL YEAR. Work of the fiscal year consisted in dredging for maintenance under an allotment of $6,000 from the appropriation of March 3, 1909. At the beginning of the year a contract with John & Joseph McSpirit was in preparation under advertisement of May 22, 1909. Dredging under contract was commenced on September 11, and com- pleted on October 14, 1909. The total amount of material removed under the contract was 18,620 cubic yards, and the total area of channel redredged was 3,100 by 50 feet from town dock to Salamander dock, and 650 by 25 feet and 100 by 25 feet just below the Vulcan dock. Depth made was from 8 to 9 feet at mean low water. At the close of work the channel, from the Central Railroad bridge to the Salamander dock, a distance of 6,000 feet, was practically restored to projected dimensions. The excavated material was pumped ashore from the scows on the bank of the creek, in the vicinity of Valentine's dock. Plant consisted of one bucket dredge, one pump dredge for disposal of material, one tugboat, and several dump scows, pontons, and pipe line. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement----------------------------a $3, 000 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. APPROPRIATIONS. For previous project: March 3, 1879------------------------------ ---------- $4, 000 June 14, 1880---------------------------------------- 5, 000 March 3, 1881-----------------------------------------5, 000 August 2, 1882.---------------------------------------- 5, 000 $19, 000 For present project: June 13, 1902 ... ------------------------------------ 10, 000 April 28, 1904 (allotment for survey, Sept. 1, 1904) .-----. 250 April 28, 1904 (allotment Nov. 18, 1904) ------------- 7, 500 March 3, 1905----------------------------------------- 6, 000 March 2, 1907---------------------------------------- 19, 000 March 3, 1909 (allotment Mar. 19, 1909) ------------------ 6, 000 June 25, 1910----------------------------------------- ........ 3, 000 51, 750 Total for both projects --------------------------------- 70, 750 CONTRACT IN FORCE. Name of contractor: John & Joseph McSpirit. Date of contract: July 2, 1909. Date of approval: July 9, 1909. Date for commencement: September 26, 1909. Date for completion: December 25, 1909. Dredging about 17,857 cubic yards of material, at 26 cents per cubic yard, scow measurement. This contract also includes dredging in Keyport Harbor and Matawan Creek, New Jersey. Work in Woodbridge Creek completed October 14, 1909. o Exclusive of the balance unexpended July 1, 1910. APPENDIX G---REPORT OF COLONEL ROSSELL. 1237 COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Foreign. Total. Net Draft Class. registered when Number Number Number Number Number Number tonnage. loaded. of boats. of trips. of boats. of trips, of boats. of trips. Registered: Feet. Steamers........ 22 642 .. .22 642 6- 88 8- 9 Sailing........... 40 120 2 2 42 122 7-315 6-12 Barges........... 10 69 .................... 10 69 82-501 3- 8 Unregistered: Steamers.......... ...................................... ............. Sailing ... 13 75 ......... 75.......... 13 75 .......... -12 Barges........... 62 393 ..................... 62 393 .......... 3- 8 Total........... 147 1,299 2 2 149 1,301 ................ Freight traffic. Articles. ton Valuation. cusary units. Amshorunt Amount in customary short tons. Clay............ ........................ 28,838 long tons.............. 32,333 $72,350 Clay products ... ..................... 25,721 long tons.............. 28,806 149,260 Brick ..................... ..................... 1,355,000 ..................... 4, 553 27,120 Lumber... ............................ 1,278,944 feet, board measure 1,330 65, 000 Tin and steel scrap ............................ 19,100 long tons ............. 20,392 203,000 Coal... .................................. 23,910 long tons.............. 26,779 65,730 Miscellaneous .................................. 2,024 long tons........... 2, 266 4,704 Total............... .......... .... 116,459 587,164 I I G 4. IMPROVEMENT OF RARITAN BAY, NEW JERSEY. Detailed description of this bay and of the projects for its improve- ment are printed in the Annual Report of the Chief of Engineers for 1897, pages 1142 and 1143, and a condensed history is contained in the current summary. OPERATIONS DURING THE PAST FISCAL YEAR. Work during the fiscal year consisted in dredging for maintenance under allotment of $20,000 from appropriation of March 3, 1909. Under advertisement, dated August 14, proposals were received on September 14, 1909, and a contract with R. G. Packard Company, dated November 3, 1909, to do the work at 16J cents per cubic yard was entered into. Dredging under this contract was commenced on May 6 and it was in progress at the close of the year. The total amount of material removed under this contract is 78,543 cubic yards, and the dredging for maintenance in the Seguine Point channel has been carried over an area of about 4,500 by from 200 to 300 feet on its central and western parts. The plant employed con- sists of one clam-shell dredge, one tugboat, and several scows. The dredged material was dumped at sea. 1238 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ______________________ __ _ a $20, 000 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. APPROPRIATIONS. Total appropriations to December 31, 1902 (see H. Doc. No. 421, 57th Cong., 2d sess., p. 288) --------------------------------- $487, 500. 00 March 3, 1905_________-------------- --- _50, 000. 00 March 2, 1907------------------------------------------------ 25, 000. 00 March 3, 1909 (allotment Mar. 19, 1909) ______________________ 20, 000. 00 June 25, 1910-_ _-_------------------- -- -____-___________ 20, 000. 00 Total ----------------------------------- --------------- 602, 500. 00 June 30, 1910, received to date from sale of maps __ __-_______ 4. 38 Total ------------------------- -------------- 602, 504. 38 CONTRACT IN FORCE. Name of contractor: R. G. Packard Company. Date of contract: November 3, 1909. Date of approval: November 19, 1909. Date for commencement: April 15, 1910. Date for completion: August 14, 1910. Dredging about 109,091 cubic yards of material, at 161 cents per cubic yard, scow measurement. COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. Total Net regis- Draft Class. American. Foreign. number of tered ton- when trips. nage. loaded. Registered: Feet. Steamers..... ......- .....- ........... 1,985 95 2,080 20-2,500 8-23.5 Sailing...........- ................ 1,983 86 2,069 20-500 8-19.0 Barges ....................................... ... 449 ............ 449 98-856 6-12.0 Unregistered: Steamers ............................ 1,038 ............... 1,038 .......... 5- 8.0 Sailing ................................ 309 ............ 309 ............ 5- 8.0 Barges .. ............................ 20, 957 ............ 20, 957 ........... ...... Power boats....-........... .......... 25, 600 ........... 25,600 .. Total........ ... ................ 52,321 181 52,502 .. * Exclusive of the balance unexpended July 1, 1910. APPENDIX G-REPORT OF COLONEL ROSSELL. 1239 Freight trafc. Amount in Articles. customary shorttons. Valuaton. units. Long tons. Merchandise ........ ... .............................. ... 180,000 201, 600 $13, 064,646 Fireproofing ......................................... 18, 711 20, 956 84, 200 Coal............................ ........................... 4,554,471 5,101,007 18,217,884 Sand and clay ............................................ 8, 448 9, 461 9,884 Iron ore ............................. .................. 269 301 9, 953 Wire rods.... ....................................... 301 337 22,575 Powder and ammunition................................ ......... 13 14 4, 368 Total. ...... _4.................. ................. 4,762,213 5, 333, 676 a 31,413, 510 Commerce of South River, Raritan River, Cheesequake Creek, Keyport Harbor, and a small per cent of Arthur Kill that passes through Raritan Bay .......................................................... 2,950,163 76,415,543 Total ......................................... ................ 8,283,839 107,829,053 a The tonnage and value of bullion and copper is not included in the report of the collector of customs of the port of Perth Amboy, which makes the difference between this and last year's ton value. G 5. IMPROVEMENT OF KEYPORT HARBOR, MATAWAN CREEK, RARITAN, SOUTH, AND ELIZABETH RIVERS, SHOAL HARBOR AND COMPTON CREEK, AND CHEESEQUAKE CREEK, NEW JERSEY. (A) KEYPORT HARBOR. Detailed descriptions of this harbor and of the project for its improvement are printed in the Annual Report of the Chief of Engi- neers for 1897, pages 1147 to 1149, and a condensed history is con- tained in the current summary. OPERATIONS DURING THE PAST FISCAL YEAR. During the fiscal year dredging for maintenance was carried on by contract with John and Joseph McSpirit, dated July 2, 1909, under an allotment of $5,000 from the appropriation made by the river and harbor act approved March 3, 1909. Work was commenced on July 26, and the contract was completed on August 14, 1909. The total amount of material removed under this contract, exclu- sive of 1,042 yards deducted for overdepth, was 14,388 cubic yards, and the areas redredged in partial restoration of channel between the steamboat dock at Keyport and the New York and Freehold Railroad dock in the bay were as follows: Four cuts 35 feet wide and 200, 350, 550, and 550 feet in length, respectively, were made just northeast of steamboat dock, and three cuts 35 wide and 500, 500, and 600 feet in length, respectively, were made southwest of the New York and Freehold Railroad dock. Depth made was from 8 to 10 feet at mean low water. The dredged material was disposed of by pumping it upon land on the south bank of Matawan Creek near the highway bridge. Plant consisted of one bucket dredge, one pump dredge, a tugboat, and several scows. 1240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ ----------------------------- a $5, 000 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. APPROPRIATIONS. August 2, 1882----------------------------------------------- $30, 475. 00 July 13, 1892------------------------------------------------- 5, 000. 00 August 18, 1894------------------------------------------------ 5, 000. 00 June 3, 1896---------------------- --------------------- ------- 2, 500. 00 March 3, 1899------------------------------------------------- 2, 500. 00 Jine 13, 1902 (allotment Aug. 1, 1902) ------------------------- 5, 000.00 June 13, 1902 (allotment May 31, 1904)----------------------- 5, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) ----------------------- 5, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) ----------------------- 8, 705. 97 March 3, 1909 (allotment Mar. 25, 1909) ------------------------ 5, 000. 00 June 25, 1910---------- ------------------------------ 18, 872..74 Total-------------------------- ----------------- 93, 053. 71 CONTRACT IN FORCE. Name of contractor: John and Joseph McSpirit. Date of contract: July 2, 1909. Date of approval: July 9, 1909. Date of commencement: July 26, 1909. Date for completion: September 25, 1909. Dredging about 14,286 cubic yards of material at 28 cents per cubic yard scow measurement. This contract also includes dredging in Matawan Creek and Woodbridge Creek, New Jersey. Work in Keyport Harbor completed August 14, 1909. COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Net Class. registered ton- Draf when Number Number ton- loaded. of boats. of trips. nage. Registered: Feet. 166 Steamers.............................. ..... ......... 3 491 192 5 -9 234 Sailing... 5........................................ Unregistered, barges and power boats................................ 362 .......... 4-6 Total........................................... ....... 8 . ...... * Exclusive of the balance unexpended July 1, 1910. APPENDIX G-REPORT OF COLONEL ROSSELL. 1241 Freight trafec. Articles. Amount in customary units. Amshount nsValua General freight... ...... ................ 4,277 long tons................ 4, 790 $335, 300 Market produce........................ 14,821 long tons............. 16, 600 664, 000 Oysters ............................... 315,000 bushels ............. 10, 500 315,000 Oyster shells........................... 18,000 bushels............... 450 720 Coal ............. ...... .............. 1,600 long tons.............. 1,792 8,000 Total........................................ 34,132 1i,323,020 Commerce of Matawan Creek that passes ............. .. 16,800 22,000 through Keyport Harbor. Total ................................. ......................... 50, 932 1,345,020 (B) MATAWAN CREEK. Detailed description of this creek and of the project for its improvement are printed in the Annual Report of the Chief of Engineers for 1897, page 1145, and a condensed history is contained in the current summary. OPERATIONS DURING THE PAST FISCAL YEAR. Work done in the fiscal year consisted in dredging for maintenance by contract with John and Joseph McSpirit, dated July 2, 1909, under an allotment of $3,000 from the appropriation made by the river and harbor act approved March 3, 1909. At the beginning of the year the preparation of this contract was in progress under advertisement of May 22, 1909. Work was commenced on August 19 and it was completed on September 3, 1909. The total amount of material (mud, clay, and sand) removed under this contract was 9,297 cubic yards, and the total work done in partial restoration of the improved channel consisted in making two cuts each 25 feet wide and 800 and 880 feet in length, respectively, extending from the Pennsylvania Clay Company's dock up to Con- over's dock. Depth made was about 5 feet at mean low water. The plant employed consisted of one bucket dredge, one pump dredge for disposal of dredged material, one tugboat, and several scows. The dredged material was disposed of by pumping it ashore from the scows on the east bank of the creek near the vicinity of the dredging. Estimate of additionalfunds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__-----------_--- -- ___ a $3, 000 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 Exclusive of the balance unexpended July 1, 1910. 1242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. March 3, 1881 ----------------------------------------------- $15, 000. 00 August 2, 1882------------------------------------------------- 6, 000. 00 September 19, 1890---------------------------------------------2, 500. 00 July 13, 1892 -------------------------------------------------- 9, 620. 00 August 18, 1894-------------------------- 3, 000. 00 June 3, 1896--------------------------- ------------------------ 3, 000.00 March 3, 1899 ------------------------------------------------- 3, 000. 00 June 13, 1902 (allotment Aug. 1, 1902) --------------------------- 3, 000.00 June 13, 1902 (allotment May 31, 1904) _- -_______-_________-- 3, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) _______------------- 3, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) -------------------------- 6, 000. 00 March 3, 1909 (allotment Mar. 20, 1909) _- ----- - -____ 3, 000. 00 June 25, 1910-------------------------------------------------- 6, 000. 00 Total -------------------------------------------------- 66, 120. 00 January 3, 1905, returned to Treasury___________________-__-___ 315.61 Balance------------------------------------------------65, 804. 39 CONTRACT IN FORCE. Name of contractor: John and Joseph McSpirit. Date of contract: July 2, 1909. Date of approval: July 9, 1909. Date of commencement: July 26, 1909. Date for completion: September 25, 1909. Dredging about 8,571 cubic yards of material at 28 cents per cubic yard scow measurement. This contract also includes dredging in Keyport Harbor and Woodbridge Creek, New Jersey. Work in Matawan Creek completed September 3, 1909. COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Season of navigation.-Opened, March, 1909; closed, November, 1909. Vessel classification. American. Draft Class. when Number Number loaded. of boats. of trips. Feet. Registered, steamers...................................... .. ......... 4 52 4-8 Unregistered, barges.............................................. 42 4-8 Total......................................... .. .94........ Freight traffic. Amount in Amount in Articles. customary short tons. Valuation. units. Long tons. Manure .......................................................... 3,000 3, 360 $4, 000 Top soil.......................................................... 12, 000 13, 440 18, 000 Total.......... ......... ...................... ..... ...... 15, 000 16, 800 22, 000 APPENDIX G---REPORT OF COLONEL ROSSELL. 1243 (c) RARITAN RIVER. Detailed descriptions of this river and of the projects for its improvement and revised estimates for its completion are printed in the Annual Reports of the Chief of Engineers for 1897, pages 1136 to 1139, and for 1900, page 1505, respectively, and a condensed history is contained in current summary. OPERATIONS DURING THE PAST FISCAL YEAR. The work upon this improvement during the fiscal year consisted in dredging for maintenance by contract with P. Sanford Ross (Incorporated), dated July 6, 1909, under an allotment of $10,000 from the appropriation made by the river and harbor act approved March 3, 1909. Dredging under this contract was commenced on July 31, and it was completed on October 26, 1909. The total amount of material removed under the contract was 26,971 cubic yards, divided as follows: Middle ground, 6,436 yards; stakes, 4,076 yards; fishing ground, 10,837 yards; and near Wilcox's and Widmar's docks, 5,622 yards. The total areas dredged in restora- tion of channel under this contract are as follows: Middle ground, 1.,430 by 50 feet and 750 by 50 feet; stakes, 500 by 50 feet and 600 by 50 feet; fishing ground, 2,300 by 100 feet; and near Wilcox's and Widmar's docks, 1,000 by 50 to 100 feet. Depth made was about 11 feet at mean low water. The plant employed on the work consisted of one clam-shell dredge for dredging, one clam-shell dredge for hoisting material for deposit on shore, one tugboat, and several scows. The dredged material was mostly disposed of by placing it on the land in the vicinity of the dredging; the remainder was dumped at sea. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement----------------------------__ $10, 000 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. APPROPRIATIONS. For previous project: July 4, 1836 b ___________________-_______________ $7, 000. 00 March 3, 1837 b---6-------------------------------- , 963. 00 $13, 963. 00 For present project: June 18, 1878 ------------------------------ 200, 000. 00 March 3, 1879 0, 000. 00 6------------------------------ June 14, 1880------------------------------------ 100, 000. 00 March 3, 1881--------- --------------------- 25, 000. 00 August 2, 1882____----------------------------- 25, 000. 00 a Exclusive of the balance unexpended July 1, 1910. b For New Brunswick Harbor. 1244 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For present project--Continued. July 5, 1884 -------------------------------- $35, 000. 00 August 5, 1886 -------------------------- 26, 250. 00 August 11, 188----------------------------------- 50, 000. 00 September 19, 1890_____------------_____ ___ 50, 000.00 July 13, 1892_ __-_____--____ __________.. 40, 000. 00 August 18, 1894__----------------------------- 20, 000. 00 June 3, 1896 __------------------------- 20, 000. 00 March 3, 1899------- --------------------------- 20, 000. 00 June 13, 1902 (allotment Aug. 1, 1902) __ _____ - 20, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) ----------- 22, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) ----------- 16, 975.42 March 3, 1909 (allotment Mar. 20, 1909) 10, 000. 00 June 25, 1910 ...----------------------------- __ 21, 994. 39 $762,219.81 Total-----------------------------_-------------------_ 776, 182. 81 December 16, 1904, received from sale of condemned property---- ....-- 1. 15 Total------------------------------------ --------- -- 776, 183. 96 CONTRACT IN FORCE. Name of contractor: P. Sanford Ross (Incorporated). Date of contract: July 6, 1909. Date of approval: July 16, 1909. Date of commencement: July 31, 1909. Date for completion: October 30, 1909. Dredging about 26,667 cubic yards of material, at 30 cents per cubic yard scow measurement. This contract also includes dredging in South River, New Jersey. Work in Raritan River completed October 26, 1909. COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Net reg- Draft Class. istered when Number Number tonnage. loaded. of boats. of trips. Registered: Fect. Steamers............................................................ 1,030 37-250 6-10 Sailing ..................... ... ........................ 50 506 20-500 6-12 Barges .... ........................ .......................... 36 419 98-518 6-12 Unregistered: Sailing ................. ............................................... 288 .......... 6-12 Barges............................................................... 1,956 .......... .6-12 Total............................................ 4,199................ Vessels engaged in commerce on South River.................. ........... 442 ................ Total--------- Total.................. ................................ 4,641 ................ APPENDIX G--REPORT OF COLONEL ROSSELL. 1245 Freight trafic. Amount Amount Articles. m cus- in in short hot Valua- Vtion. tomary so units. Long tons. Clay and sand .......................................... 204, 971 229,567 $239,627 Clay products ................................................. 63,241 70,829 351,871 Brick ...... ........... ................................... a 115,000 257, 600 690,000 Coal............................................................ 73,757 82, 608 283,159 Copper.... ......... ..... .. ............................ 122,062 136,709 36,296,807 Vaseline ...................................................... 1,250 1,400 250,000 Produce ......................................................... 2, 349 2, 630 128,000 Cotton.......... ............... ........................ 1,547 1,733 335,614 Rubber goods .................................................. 576 645 4,198,740 Drugs.............................. ..................... 2,310 2,587 1.875,000 Merchandise ..................................................... 4, 461 4,997 2,090, 889 Miscellaneous ................................................... 10, 394 11, 641 1,325,295 Total....................................... .............. 802,946 48,065,002 Commerce of South River that passes through Raritan River..... a 2275,007 133,587 439,914 Total................................................... ............. 936,533 48,504,916 a Thousand bricks. (p) SOUTH RIVER. Detailed description of this river and of the projects for its im- provement are printed in the Annual Report of the Chief of Engi- neers for 1897, page 1139, and a condensed history is contained in the current summary. OPERATIONS DURING THE PAST FISCAL YEAR. Work upon this improvement in the fiscal year consisted in dredg- ing for maintenance by contract with P. Sanford Ross (Incorpo- rated), dated July 6, 1909, under an allotment of $5,000 from the appropriation made by the river and harbor act approved March 3, 1909. At the beginning of the year the preparation of this contract was in progress under advertisement of May 22, 1909. Work was commenced on October 27, and it was completed on November 26, 1909. The total amount of material (sand and mud) removed under this contract was 13,479 cubic yards, divided as follows: Mouth of canal, 3,362 yards; near junction of canal and Old South River, 4,575 yards, and near Whitehead's dock, town of South River, 5,542 yards. The total areas redredged under the contract were as follows: Junction of canal and Raritan River, 340 by 50 feet and 360 by 50 to 75 feet; junction of canal and Old South River, two cuts, 550 by 50 feet and 685 by 50 feet; and two cuts near Whitehead's dock, town of South River, 655 by 50 feet and 205 by 50 feet, respectively. Depth made was from 8 to 9 feet at mean low water. The dredged material was dumped at sea. The plant employed consisted of one bucket dredge, one tugboat, and several dump scows. 1246 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __--_-- _ -___- ___-________ _ a $5, 000 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. APPROPRIATIONS. For previous project: March 3, 1871 ---------------------- ---------- $15, 000.00 March 3, 1873------------------------- ----- 5, 000. 00 $20, 000. 00 For present project: June 14, 1880 __-. ____-__-__----________-_--- 40, 000. 00 March 3, 1881____ ___----______ ------ 6, 000. 00 August 2, 1882----------------------------------10, 000.00 August 5, 1886-----------------------------------5, 000. 00 August 11, 1888___ __ __--------------- -__ 5, 000. 00 September 19, 1890 .___________--__________ - 5, 000. 00 July 13, 1892----------------------------------- 7, 000. 00 August 18, 1894___---------------------------------- 5, 000. 00 June 3, 1896___ -------- __ __---- ______5, 000. 00 March 3, 1899 -------- 5, 000. 00 June 13, 1902 (allotment Aug. 1, 1902) ------------- 5, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) ----------- 5, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) ----------- 13, 178. 63 March 3, 1909 (allotment Mar. 25, 1909) ----------- 5, 000. 00 June 25, 1910-----------.................---- ------------------- 19, 380. 63 140, 559. 26 Total for both projects__ _-_-__----______ - 161, 178. 63 June 30, 1910, received to date from sale of map -______---- __-- - 1. 00 Total --------------- ------------- ---------- 161, 179. 63 CONTRACT IN FORCE. Name of contractor: P. Sanford Ross (Incorporated). Date of contract: July 6, 1909. Date of approval: July 16, 1909. Date for commencement: October 31, 1909. Date for completion: March 14, 1910. Dredging about 13,333 cubic yards of material at 30 cents per cubic yard, scow measurement. This contract also includes dredging in Raritan River, New Jersey. Work in South River completed November 26, 1909. a Exclusive of the balance unexpended July 1, 1910. APPENDIX G---REPORT OF COLONEL ROSSELL. 1247 COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Net reg- Draft Class. istered when Number Number tonnage. loaded. of boats. of trips. Registered: Feet. Steamers.................................................. 2 2 150-200 6-8.0 .................................................... Sailing 12 46 24-104 5-8.5 Barges.................................... ........... 6 30 115-856 6-7.0 Unregistered: ............................................. Sailing ..... 21........... 5-8.0 Barges ................................... ..................... 343 ........... 6-9.0 Total................................. .. ............... 442 ................. Freight trafic. Amount in Articles. customary short tons. Valuation. units. Long tons. Manure................. .............................. ... 10,373 11,617 $13,264 Brick ........................................................... a22, 037 49,581 105,591 Coal.......... .....................-- ................. 2,915 3,265 12,440 Clay products .............................................. , 59,269 66,380 297,019 Miscellaneous........................................... 2, 450 2, 744 11,600 Total.................. ....................... ............ 133,587 439,914 a Thousand bricks. (E) ELIZABETH RIVER. Detailed description of this river and of the project for its improve- ment are printed in the Annual Report of the Chief of Engineers for 1897, pages 1134 and 1185, and a condensed history is contained in the current summary. OPERATIONS DURING THE PAST FISCAL YEAR. Nothing in furtherance of this improvement was done during the fiscal year. The last work closed on February 27, 1909. The follow- ing is taken from a special report made by Col. D. W. Lockwood, Corps of Engineers, as published in the Annual Report of the Chief of Engineers for 1908, page 1109: The work done on this river during the last ten years in maintaining a chan- nel about 50 feet wide and 7 feet deep at mean high water, or less than 4 feet at mean low water, has consisted in removing deposits from sewers of the city of Elizabeth, and to make the conditions more aggravating and expensive the disposal of dredgings on the banks of the river is not permitted during the summer months by the board of health of the city of Elizabeth. It is not prac- ticable to tow the dredged material to sea, as the plant employed in the work is necessarily of the smallest type possible to obtain, and there is no place for deposit of dredged material except upon the banks of the river or marshes near by. Under a contract now in force maintenance work for 1908 will be completed, and no further appropriation is recommended under the existing conditions. 1248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It might be desirable in the future to maintain the lower end of this improvement, as it appears that the commerce is increasing near the mouth of the river. APPROPRIATION S. March 3, 1879------------------------- ---------- $7, 500. 00 June 14, 1880---------- -------------- 7, 500. 00 March 3, 1881------------------------------------------ 4, 000.00 August 2, 1882----------------------------------- 8, 000. 00 September 19, 1890--------------------------------------------5, 000. 00 July 13, 1892--------------------------------------------------5, 000.00 August 18, 1894---------------------------------------------- 3, 000. 00 June 3, 1896----------- 3, 160. 00 June 13, 1902 (allotment Aug. 1, 10'02) - 2, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) - 5, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) --------------------------- 9, 784.45 Total- --------------------------------- --------- 59, 944. 45 COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Net reg- Draft Class. istered when Number Number tonnage. loaded. of boats. of trips. Registered: Feet. Steamers.................................................. 3 54 14-80 8.5 Sailing ................ .......... .................... 6 58 9-234 4-6.0 Barges......... ........................................ 2 5 328 4-6.0 Unregistered: Steamers........................................... ............... 1 10 ..... 8.5 Sailing.. ................ ........................................... 44 524-6.0 Barges..................................................... 62 62 ......... 4-6.0 Total......................................... 118 241 .. ............ Freight traffic. Amount Amount Articles. in custom- in short Valuation. ary units. tons. ........ 399 Longtons63361 10, 526 Building material ........ ..................... 9.399 10,526 $63,361 Brick......................................................... . o 3,672 8,253 20,903 Coal.......................................................... ... 601 , 673 1, 00 Oil.... ................................................ 5,295 5,930 77,995 Tar................................................. 2,452 2,746 16,348 Miscellaneous ............ ............................ 1, 889 2, 114 37,470 * Total.................................................................. 30,242 217,877 a Thousand bricks. (F) SHOAL HARBOR AND COMPTON CREEK. Detailed descriptions of this locality and of the project for its improvement are printed in the Annual Report of the Chief of Engi- neers for 1897, page 1150, and a condensed history is contained in the current summary. APPENDIX G---REPORT OF COLONEL ROSSELL. 1249 OPERATIONS DURING THE PAST FISCAL YEAR. Nothing in furtherance of this improvement was done during the fiscal year. The continuance of the improvement is now contemplated under ap- propriation 'for same in the river and harbor act of June 25, 1910. Estimate of additional fwnds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement _______-_________________ _ a $5, 000 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. APPROPRIATIONS. September 19, 1890--- ------------------------------- $5, 000. 00 July 13, 1892--- ....------------..---. .. 3, 000. 00 August 18, 1894---...----------.-------. ---------..----.. __....__- 3, 000. 00 June 3, 1896---- --------------- 5, 000.00 March 3, 1899------------------ -.----- ------------- 8, 000. 00 June 13, 1902 (allotment Aug. 1, 1902) _ _ 8, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) ---..- .......- --- 5, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) - -- 9-, 750. 57 9 June 25, 1910.... --------- -----.--- - 8, 752.24 Total -.--- ---- ---------------------- ----- 55, 502. 81 COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Net reg- Draft assen- Class. istered when Number Number tonnage. loaded. gers. of boats. of trips. Registered: Feet. Steamers ................................ 3 8 100-360 6-7 .... Sailing........ ....................... ................. 60 120 25- 75 5-6 .... Barges, power boats...... ................... 8 .......... 96 ......... 420 Unregistered: Steamers.................... ................... 84.. ........... Sailing..................................... 15 16,500. . .- 6. Barges, power boats.......... ............. 150 28,359 .......... 3-7 ... Total .................................... 236 ..................... 45,071 420 a Exclusive of the balance unexpended July 1, 1910. 56932 -ENG 1910- 79 1250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight traffic. Amount in Amount in Articles. customary short tons Valuation. units. Coal .......................... ..................... tons. LLong4.828 5,408 $27,625 Fish and clams... ..................................... 18,225 20,412 417,000 Fertilizer ...... ......... ................. ............. 9,650 10, 808 39,000 Miscellaneous... ...................... ......................... 1,012 1,133 7, 350 Total .................... ........................ 33,715 37,761 490,975 (G) CHEESEQUAKE CREEK. Detailed descriptions of this waterway and of the projects for its improvement are printed in the Annual Report of the Chief of Engineers for 1886, pages 763 to 765, and a condensed history is contained in current summary. OPERATIONS DURING THE PAST FISCAL YEAR. Nothing in furtherance of this improvement was done during the fiscal year. Continuance of improvement is contemplated under river and harbor act of June 25, 1910. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement______________________________ a $2, 500 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. APPROPRIATIONS. June 14, 1880------------------------------------------------ $20, 000. 00 March 3, 1881------------------------------------------------- 5, 000. 00 August 2, 1882_------------------------------------------------ 15, 000. 00 March 3, 1905 (allotment Aug. 12, 1905) -------------------------- 5, 000. 00 March 3, 1905 (allotment June 19, 1906) --------------------------- 1, 000. 00 March 2, 1907 (allotment Mar. 20, 1907) 3, 604. 96 June 25, 1910-- ------------------------------------------- 5, 000. 00 Total_-------------------------------------------------- 54, 604.96 ------------------------ December 27, 1906, returned to Treasury 252. 68 Balance-------------- ---------------------------------- 54, 352. 28 a Exclusive of the balance unexpended July 1, 1910. APPENDIX G--REPORT OF COLONEL ROSSELL. 1251 COMMERCIAL STATISTICS, CAIENDAR YEAR 1909. Vessel classification. American, Net regis- Draft when Class. number of tered ton- loaded. trips. nage. Registered: Feet. Steamers.... ............................................ 90 25-350 5-8 Sailing......................................................... 75 10-90 2-6 Unregistered: Steamers ..... ............. 0......................... 1,038 ........... 5-8 Barges... .............................................. 250 ......... 1-7 Total........................................... .......... 1,453 ........................ Freight traffic. Amount in Amount in Valua Articles. customary shorttons. tion. units. Long tons. Produce ....... ........................ .................... 6, 250 7, 000 $115, 000 Sand and clay ..... ...... ................................ 44, 000 49, 280 56, 400 Manure ....... .......................................... 5,000 5,600 7,500 Total.... ............ .... . ........................... 55,250 61,880 178,900 G 6. IMPROVEMENT OF SHREWSBURY RIVER, NEW JERSEY. Detailed descriptions of this river and of the projects for its im- provement are printed in the Annual Reports of the Chief of Engi- neers for 1897, pages 1152 and 1155; for 1900, page 185, and a con- densed history is contained in current summary. OPERATIONS DURING THE PAST FISCAL YEAR. Work done during the fiscal year consisted in maintenance dredging by two contracts under allotment of $20,000 from the appropriation made by the river and harbor act approved March 3, 1909. At the beginning of the year a contract for dredging with the Newburgh Dredging Company was in preparation under advertisement of May 22, 1909. This contract was dated July 6, and the price was 26 cents per cubic yard. Work under this contract was commenced on August 24, and it was completed November 29, 1909. The total amount of maferial removed under this contract was 55,997 cubic yards, divided as follows: Main stem near bend at en- trance, 24,874 yards; Reeves channel, 19,491 yards; and Upper Cross- over, 11,632 yards. The total areas dredged were as follows: Main stem, south and west of the bend at the entrance opposite the dike, 12 cuts, 28 to 30 feet wide, and 500, 1,200, 1,250, 1.100, 1,Q00, 1,150, 800, 450, 700, 700, 700, and 750 feet in length, respectively; Reeves channel, south of the junction of the north and south branches, 8 cuts, each 30 feet wide, and 400, 940, 1,200, 725, 600, 720, 978, and 742 feet in length, respectively; Upper Crossover, north branch, 6 cuts, each 30 feet wide, 1252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and 400, 400, 500, 575, 635, and 535 feet in length, respectively. Depth made was from 7 to 8 feet at mean low water. The plant em- ployed consisted of one scoop dredge, one pump dredge for pumping dredged material ashore from scows, one tugboat, and several scows. The dredged material was disposed of by pumping it on shore north of dike at mouth of river, and on shores in the vicinity of the work at Reeves channel and Upper Crossover. Under advertisement of March 1 one proposal only was received for the work, on April 1, 1910, which was that of the Newburgh Dredging Company of 26 cents per cubic yard. This proposal was accepted and a contract dated April 13, 1910, was entered into for the proposed work. Dredging under this contract was commenced on May 25, and it was completed on June 15, 1910. The total amount of material removed under the contract was 15,225 cubic yards, of which 7,032 yards were dredged at the bend at channel entrance opposite second light on dike, and the remainder-- 8,193 yards-from Reeves channel, south branch, at junction of north and south branches. The total areas dredged consisted of 5 cuts, each 30 feet wide and 550 feet long, at Reeves channel, and 4 cuts, each 30 feet wide and 600, 230, 300, and 900 feet in length, respec- tively, at the bend at channel entrance at mouth of river. Depth made was 7 to 8 feet at mean low water. The plant employed consisted of one scoop dredge, one pump dredge for pumping dredged material ashore from scows, one tugboat, and three dump scows. The dredged material was disposed of by pump- ing it on the land north of dike at mouth of river and behind dike at junction of north and south branches. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ------------------------- a $10, 000 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. APPROPRIATIONS. Total appropriations to December 31, 1902: For previous project------------------------------------- $20, 500. 00 For present project (see H. Doc. No. 421, 57th Cong., 2d sess., p. 289)------------ ------------------------------- 329, 000. 00 For present project: March 3, 1905--------------------------------------- 20, 000. 00 March 2, 1907--------------------------------------------- 10, 000. 00 March 3, 1909 (allotment March 19, 1909) ------------------- 20, 000.00 June 25, 1910------ --------------------------- 10, 000. 00 Total for both projects---------------------------- 409, 500. 00 June 30, 1910, received to date from sale of maps------------------ 18. 25 Total -- ------------------- ____------------------- 409, 518. 25 a Exclusive of the balance unexpended July 1, 1910. APPENDIX G--REPORT OF COLONEL ROSSELL. 1253 CONTRACTS IN FORCE. Name of contractor: The Newburgh Dredging Company. Date of contract: July 6, 1909. Date of approval: July 31, 1909. Date of commencement: August 24, 1909. Date for completion: March 23, 1910. Dredging about 56,075 cubic yards of material, at 261 cents per cubic yard scow measurement. Contract completed November 29, 1909. Name of contractor: The Newburgh Dredging Company. Date of contract: April 13, 1910. Date of approval: April 29, 1910. Date of commencement: May 25, 1910. Date for completion: August 24, 1910. Dredging about 15,384 cubic yards of material, at 25 cents per cubic yard scow measurement. Contract completed June 15, 1910. COMMERCIAL STATISTICS, CALENDAR YEAR 1909. Vessel classification. American. Net reg- Draft Pa Class. istered when Passen- Number Number tonnage. loaded. gers. of boats. of trips. Registered: Feet. Steamers...................................... 6 2,192 268-685 49-6 438,478 Sailing ....................... ................ 4 100 25-39 3J-5 .......... Total ..... .................. .............. 10 2,292 ......... .......... 438,478 Freight traffic. Amount in Amount in Articles. customary shorttons. Valuation units. Long tons. General merchandise ................................. ....... 1,548,929 1, 734, 800 $2, 800,000 Coal.... .............................................. 20,000 22,400 80, 000 Building material ............................................ , 21,000 23,520 1,040,000 Farm produce .............. ........................... 50, 000 168,000 3, 000,000 Fish and shell fish........................................... 10, 000 11, 200 400, 000 Total............. ......... ........ ................. 1,749,929 1,959,920 7,320,000 G 7. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION: INDEFINITE. Wreck of a part of a sunken and abandoned vessel or scow, name and ownership unknown, located about one-half mile off the New Jersey shore of Raritan Bay or Sandy Hook Bay, between Conover Beacon and Atlantic Highlands.-This wreck was reported in July, 1909, as a dangerous obstruction to navigation. It was examined, and under date of August 6, 1909, it was reported to the department 1254 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. an obstruction such as contemplated by section 19 of the river and harbor act of March 3, 1899. The sum of $300 was allotted by the department on August 31, 1909, for the removal of this wreck. It was removed under written notice and written acceptance by the wrecking plant of the Merritt & Chapman Derrick and Wrecking Company for the sum of $249. The wreck was taken to the yard of the contractor at Stapleton, Staten Island, N. Y., where it was broken up. Wreck of a sunken and abandoned canal boat, name and owner- ship unknown, located at the lower end of Newark Bay, in the vicinity of Singers bar, off Corner Stake light.-This wreck was reported on August 21, 1909, as a dangerous obstruction to navigation. It was examined, and under date of August 24, 1909, it was reported to the department as such an obstruction as contemplated by section 19 of the river and harbor act of March 3, 1899. The sum of $120 was allotted by the department on September 16, 1909, for the removal of this wreck. It was removed, under written notice and written acceptance, by the wrecking plant of the Merritt & Chapman Derrick and Wrecking Company for the sum of $97. The wreck was deposited behind the dock at the foot of West First street, Bergen Point, Bayonne, N. J., to be broken up by the con- tractor. Nothing of value was found upon it. IWreck of the partly sunken and abandoned coal scow Osceola, ownership unknown, floating in Raritan Bay.-This wreck was re- ported in September, 1909, as a dangerous obstruction to navigation, and under date of September 17, 1909, it was reported to the depart- ment that steps toward its removal had been taken in accordance with Circular No. 4, office of the Chief of Engineers, dated January 25, 1905. The sum of $16 was allotted by the department on September 21, 1909, for the hire of tugboat and inspection in the matter of removal of this wreck. It was removed, under written notice and written acceptance, by Mr. Fred Wheeler, of South Amboy, without cost to the United States, the wreck being taken as full compensation for the work. The wreck was placed inside of'the United States harbor lines to be used as a bulkhead on the shore adjacent to the town dock at .South Amboy, N. J. The wreck was empty and worthless for freight purposes. Wreck of a sunken and abandoned canal boat, name and owner- ship unknown, broken in two parts, in Newark Bay, south of the Central Railroad bridge, near the Elizabethport, N. J., shore.-This wreck was reported in May, 1910, as a dangerous obstruction to navi- gation. It was examined by this office, and, under date of May 25, 1910, it was reported to the department as such an obstruction as contemplated by section 19 of the river and harbor act of March 3, 1899. The sum of $200 was allotted by the department on June 11, 1910, for the removal of this wreck. It was removed, under written notice and acceptance, by the wrecking plant of John F. Baxter for the sum of $164. The wreck was deposited in the yard of the contractor at Wee- hawken, N. J. It was commercially worthless. APPENDIX H. IMPROVEMENT OF RIVERS AND HARBORS IN THE PHILADELPHIA, PENNSYLVANIA, DISTRICT. REPORT OF MAJ. HERBERT DEAKYNE, CORPS OF ENGINEERS, OFFI- CER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. IMPROVEMENTS. 1. Delaware River, New York, New 7. Ice harbor at Marcushook, Pennsyl- Jersey, and Pennsylvania, includ- vania. ing mouth of the Neversink River. 8. Construction of iron pier in Dela- 2. Delaware River, New Jersey, Penn- ware Bay, near Lewes, Delaware. sylvania, and Delaware. 9. Delaware Breakwater, Delaware. 3. Delaware River from Allegheny 10. Construction of harbor of refuge, avenue, Philadelphia, Pa., to Delaware Bay, Delaware. Trenton, N. J. 11. Removing sunken vessels or craft 4. Perriwig bar, Delaware River. obstructing or endangering navi- 5. Bordentown bar, Delaware River. gation. 6. Sewer shoal, Delaware River. 12. Construction of hydraulic dredges. ENGINEER OFFICE, UNITED STATES ARMY, Philadelphia,Pa., July 19, 1910. SIR: I have the honor to transmit herewith the annual reports for the works of river and harbor improvement of the Philadelphia district, and of dredge construction in my charge, for the fiscal year ending June 30, 1910. Very respectfully, HERBERT DEAKYNE, Major, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. H I. IMPROVEMENT OF DELAWARE RIVER, NEW YORK, NEW JERSEY, AND PENNSYLVANIA, AT OR NEAR THE MOUTH OF NEVERSINK RIVER. The existing project, adopted June 25, 1910, provides for the improvement of this locality by the removal of a ledge known as Sims Clip to a depth of 3 feet below " mean summer stage," the removal of a portion of Storms Island to "mean summer stage," the construction of a dike across the head of the Bendkill behind Storms Island, and another dike across the subsidiary channel which 1255 1256 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. separates the two parts of Storms Island, all in accordance with the report and recommendations submitted in House Document No. 1164, Sixtieth Congress, second session. No work has previously been undertaken at this locality by the United States, nor is it-proposed to expend any part of the sum of $6,612.J0 appropriated by the river and harbor act of June 25, 1910, until such time as the States of New York, New Jersey, and Penn- sylvania, or other local interests shall have supplied the sum of $54,780 for application to the improvement, as required by the said act. It is estimated that the amount appropriated, in addition to that required to be furnished by the States or other local inter- ests, aggregating $61,392.50, will be sufficient to carry the work to completion. This locality is not worthy of further improvement, for the reason that the work is not required in the interest of navigation. APPROPRIATION. June 25, 1910-------------- ---------- ------- $6, 612. 50 H 2. IMPROVEMENT OF DELAWARE RIVER, NEW JERSEY, PENNSYLVANIA, AND DELAWARE. An account of this improvement is contained in the Annual Reports of the Chief of Engineers for 1896, page 877; 1897, page 1192; 1898, page 1075; 1899, page 1317; 1900, page 1557; 1901, page 1310; 1902, page 1025; 1903, page 957; 1904, page 1181; 1905, page 1065; 1906, page 1021; 1907, page 1079; 1908, page 1121; and 1909, page 1131. Expenditures during the past fiscal year have been applied to the following operations: 1. Surveys. 2. Excavation under contract for the maintenance of the 30-foot channel between Reedy Island and the south line of Pennsylvania. 3. Improvement of Schooner ledge. 4. Work of the United States dredging plant in excavation of the 30-foot channel and in maintenance. These operations will be described in the above order. The locali- ties referred to and previous operations thereat are described in the Annual Reports of the Chief of Engineers for 1896, pages 1075-1079; 1899, pages 1317-1322. 1. SURVEYS. During- March, 1910, a survey was made of the dredged channel from Christian street, Philadelphia, to Delaware Bay, a distance of about 56.5 miles, to determine the condition of the channel and the amount of shoaling that had occurred. Surveys of various sections of the river were made from time to time during the year as informa- tion was required. The cost of these surveys was $11,313.06. APPENDIX HI--REPORT OF MAJOR DEAKYNE. 1257 Numerous surveys in connection with contract maintenance work, with maintenance work by United States plant, and with work at Schooner ledge have been made from time to time throughout the year. The expenses of these surveys are charged to the work to which each belongs. 2. EXCAVATION UNDER CONTRACT FOR THE MAINTENANCE OF THE 30-FOOT CHANNEL BETWEEN REEDY ISLAND AND THE SOUTH LINE OF PENN- SYLVANIA. During the past fiscal year operations have been in progress under two projects, as follows: (1) Approved March 17, 1909, for the ex- penditure of $390,000 appropriated in the river and harbor act ap- proved March 3, 1909, for maintenance of the dredged channel; (2) approved March 19, 1909, for the expenditure of $125,000 appro- priated in the sundry civil act approved March 4. 1909, for complet- ing the improvement of the channel, for widening bends, and for maintenance of the dredged channel. A contract was entered into under date of May 18, 1909, with the American Dredging Company, of Philadelphia, Pa., for maintenance dredging at Baker shoal, sec- tion 1, of about 1,000,000 cubic yards of material at 12.3 cents per cubic yard, scow measurement, work to be commenced within thirty days after May 28, 1909, and completed by October 31, 1909. Work under this contract was begun on May 29, 1909, and com- pleted on September 22, 1909. The total net amount of material re- moved under the contract was 952,720 cubic yards, scow measurement. The amount expended during the year under the foregoing contract was: Payments, $121,820.71; office expenses, surveys, and super- intendence, $7,519.88. The total amount of material removed from the channel by the United States under the general project up to June 30, 1910, under contracts and by United States dredges, exclusive of the rock area at Schooner ledge and dredging paid for by the State of Pennsyl- vania and city of Philadelphia, was 24,744,000 cubic yards, scow measurement. The total amount of material removed from the dredged channel by maintenance dredging by the United States plant and contract work during the past year was 4,795,395 cubic yards. 3. IMPROVEMENT OF SCHOONER LEDGE. Operations at this locality were continued by the plant belonging to the United States, authorized by the department July 29, 1903. The dredge Hell Gate continued operations on the rock area throughout the year. In September, 1909, she was equipped with an Ingersoll-Rand steam percussion drill mounted on a spud, and since that time has been drilling and blasting the remaining points of rock, as well as picking up the blasted rock. The grapple dredge Philadelphia, leased from the American Dredging Company, of Philadelphia, Pa., was used on the rock work from' July 1 to December 4, 1909. Night work was continued by the dredge Hell Gate throughout the year until June 11, 1910. 1258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work done at Schooner ledge during the past fiscal year was as follows: Cubic yards. Overlying material removed, including bowlders.------------------- 1, 197 Ledge rock removed-- ------------------------------------- 5, 368 Since the commencement of operations at this locality the following work has been accomplished: Cubic yards. Removal of overlying material, including bowlders- - _......_-- a 553, 542 Removal of ledge rock --------------------------------------- 41, 113 The material removed from Schooner ledge during the year was deposited back of the Edgemoor bulkhead, except sm'all quantities of rock placed alongside jetties at Bulkhead bar and Christiana River for the purpose of strengthening them. At the end of the year the channel for a width of 450 feet, 300 feet east and 150 feet west of the light-house range, had been cleared of all obstructions above 30 feet, mean low water. In the remaining 150 feet width of channel there remain to be blasted about 50 isolated rock points, generally of small area, projecting from 0.1 foot to 1 foot above the plane of 30 feet, mean low water. The amount expended on the field work at Schooner ledge during the year was $79,362.28; surveys connected with the work, superin- tendence, office expenses, and inspection, $4,986.76; on care and re- pair of plant, $1,422.04. 4. WORK OF THE UNITED STATES DREDGING PLANT IN MAINTENANCE OF THE 30-FOOT CHANNEL. The United States self-propelling suction dredge Delaware has been operated on practically all of the light-house ranges between Philadelphia and Delaware Bay during the year wherever mainte- nance work was most urgently needed. Much of the shoaling which occurs in the channel below Schooner ledge is composed of exceed- ingly soft mud, and it is difficult to fill the Delaware'sbins with solid material when working in such localities. Accordingly, the dredge when operating in this soft material has pumped directly overboard on the ebb tide, so that the light material would be carried by the tide toward deep water in Delaware Bay. On flood tide the material was held in the bins and deposited at Deep Water Point, N. J., and back of artificial island, near Reedy Island, to be rehandled. The total amount of material removed by the Delaware during the year is as follows: Cubic yards. Dredged and deposited , 148, 162 1----------------------------- Dredged and pumped overboard ------------------------------- 2, 696, 513 Total -------------------------------------------------- 3, 842, 675 The explenditures on the dredge Delaware from the Delaware River appropriation during the year in connection with her work have been: For operation-------------------------------------- $92, 476. 02 Office expenses, superintendence, and inspection------------------ 5, 465. 00 Total ------- ---------------------------- 97, 941. 02 a Of this amount, the Delaware removed 288,467 cubic yards, which included both overlying material and ledge rock and could not be separated. APPENDIX H--REPORT OF MAJOR DEAKYNE. 1259 The past fiscal year is the first year the Delaware has worked ex- clusively on the maintenance of the 30-foot channel. A large accu- mulation of shoaling existed at the beginning of the year. The Delaware has not only prevented further shoaling, but has materially increased the depths over all of the worst shoals. The minimum depth of water between Philadelphia and the sea has been increased more than 2 feet during the past fiscal year. The United States rehandling machine Cataract was operated at Black's farm, near Fort Mifflin, Pa., and at Deep Water Point, N. J., from the beginning of the year to June 15, 1910, except when laid up for repairs during the winter, rehandling material dredged from the river by the Delaware. The United States rehandling machine Uncle Sam was operated at Deep Water Point, N. J., and at artificial island throughout the year to June 15, 1910, except when laid up for repairs during the winter, rehandling material deposited by the Delaware. On June 15, 1910, the Cataract and Uncle Sam were withdrawn from the work on account of lack of funds for their further operation. The expenditures by the United States on these rehandling ma- chines during the past year have been as follows: Cataract: Field cost and operation----------------------------------- $49.456. 28 Office expenses and superintendence------------------------ 3. 086. 00 Total ------------------------- ------- 52, 542. 28 Uncle Sam: Field cost and operation -- ------------ 19, 444. 73 Office expenses and superintendence_ 1, 235. 00 Total _-------------------------------------------------- 20, 679. 73 IMPROVEMENT OF DELAWARE RIVER BY THE STATE OF PENNSYLVANIA AND CITY OF PHILADELPHIA. Under the appropriations, aggregating $750,000, made in 1905 by the State of Pennsylvania and the city of Philadelphia, to be ex- pended under the direction of the city in accordance with the general project of improvement of Delaware River, an agreement was entered into, under date of July 27, 1906, with the city 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 work to be paid for by the city. Work under this agreement was discontinued on September 30, 1908, on account of the exhaustion of funds. This work has resulted in a channel 600 feet wide and 30 feet deep at mean low water through Mifflin bar and the shoal opposite League Island, a distance of 14,000 feet, and a channel of the same depth and 600 feet wide through Tinicum Island shoal, a distance of 18,000 feet. The total amount paid for this work by the city, through this office, since the date of the agreement--July 27, 1906-including office ex- penses, surveys, superintendence and inspection, and care and repair of plant, was $275,929.23. Under date of October 29, 1906, the city of Philadelphia entered into a contract with the American Dredging Company for dredging to full width and depth of proposed 30-foot channel in sections 6-A, 1260 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 6-B, and 9 for a lump sum in each case. These sections, with sections 7 and 8, on which the above-mentioned government plant has been employed, cover the entire length of the channel from the south line of Pennsylvania to Christian street, Philadelphia. Work under this contract was begun in April, 1907, and completed in June, 1908. This work has resulted in a channel having a width of 600 feet through subsections 6-A and 6-B and through section 9. The dredg- ing was done with a view to securing a depth of 30 feet at mean low water. The material removed under the three contracts was as follows: Cubic yards. Subsection 6-A___ -------------------------------------------------- 826, 533 Subsection 6-B - ------- 713, 199 Section 9----------------------------------- --------------------- 1, 342, 247 Total--------------------------------------------------- 2, 881, 979 This was removed at the lump sum contract price of $430,400, amounting to about 14.9 cents per cubic yard. The total amount of material removed from the channel under the general project by the city of Philadelphia, between the south line of Pennsylvania and Christian street, Philadelphia, was 5,300,230 cubic yards, scow measurement.' This includes the amounts dredged by contract work and that removed by the United States plant and paid for by the city of Philadelphia under the agreement dated July 27, 1906. RETAINING BANKS AND HYDRAULIC FILLS AT FORT DU PONT AND FORT DELAWARE. For description of work previously done see Annual Reports of Chief of Engineers for 1904, pages 1184-1185; 1905, pages 1068- 1069; 1906, pages 1024-1025; 1907, pages 1085-1086; and 1908, pages 1128-1129. The total amount of material, scow measurement, pumped ashore to June 30, 1908, was: At Fort Delaware, 2,008,177 cubic yards; at Fort Du Pont, 1,432,945 cubic yards. No work was done at these localities during the past year. CONSTRUCTION OF A DEPOSITING BASIN AT PEA PATCH ISLAND. Under date of August 19, 1907, a project was submitted for build- ing banks around Pea Patch Island, Delaware River, to provide a depositing basin for material dredged from the channel of the river, at an estimated cost of $23,000, to be paid from the appropriation for improving Delaware River, Pennsylvania, and New Jersey. The project was approved October 12, 1907. Work of constructing the banks was begun about May 1, 1908, by hired labor and the lease of a small dredge from the River and Harbor Improvement Company, of Philadelphia, Pa., and was completed on October 31, 1908. This work has resulted in the formation of a depositing basin on the northern part of Pea Patch Island, covering an area of 157 acres, with a capacity of 2,230,000 cubic yards. APPENDIX H--REPORT OF MAJOR DEAKYNE. 1261 The amount expended in the construction of the banks was $16,882.56. The cost of repairs made to the banks during the year amounted to $3,494.96. IMPROVEMENT OF PHILADELPHIA HARBOR. The river and harbor act, approved March 3, 1909, appropriated certain sums for maintenance of the dredged channel. Under a project submitted March 10 and approved March 17, 1909, for ex- pending this money, the work in Philadelphia Harbor is combined with work under the general project below Christian street, Philadelphia. APPROPRIATIONS FOR COMPLETION OF EXISTING PROJECT. The river and harbor act, approved March 2, 1907, appropriated $895,000 for completing the improvement under the general project for a 30-foot channel, and authorized contracts for an additional amount not exceeding $500,000 for maintenance of the dredged chan- nel, to be paid for as appropriations may from time to time be made by law. The same act authorized the expenditure of a sum not exceeding $200,000 of the amounts appropriated and authorized in widening the channel at the bends therein below the city of Phila- delphia, with a view to securing, so far as practicable, a channel of equal safety and efficiency in all its parts. Of the $500,000 authorized in the river and harbor act approved March 2, 1907, the sum of $375,000 was appropriated in the sundry civil act approved May 27, 1908, and the remaining balance of $125,000 was appropriated in the sundry civil act approved March 4, 1909. The river and harbor act approved March 3, 1909, appropriated $390,000 for maintenance of the dredged channel from Philadelphia to Delaware Bay, including Philadelphia Harbor. The river and harbor act approved June 25, 1910, appropriated $800,000 for the continuaice of the improvement, the maintenance of the present channel from Philadelphia to Delaware Bay, and for widening and deepening the bends in accordance with a new project for a channel 35 feet in depth. MISCELLANEOUS. Under authority granted April 26, 1909, to expend about $1,600 of the appropriation for improving Delaware River in repairing and improving the wharf at Fort Mifflin, Pa., this structure was rehabili- tated and placed in serviceable condition. The fort has been used for some years as a storage depot for engineer property of this district, and the wharf was in such ruinous condition as to make the place very difficult of access at certain stages of the tide and inconvenient at all times. The old crib around the pierhead was restored to its original height, a new approach constructed, and the wharf and roadway leading to-it were filled in and graded. 1262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work was done with government plant and hired labor, at a total cost of $1,821.68. For detailed information in connection with improvements made along the Philadelphia water front during the year by the city of Philadelphia, and the further improvements contemplated, see ap- pended statement, furnished by Mr. J. F. Hasskarl, acting director, department of wharves, docks, and ferries, city of Philadelphia, which he kindly prepared at my request. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement__-----__----------------- $1, 300, 000 For maintenance of improvement----- --------------------- 200, 000 a 1, 500, 000 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. APPROPRIATIONS. DELAWARE RIVER. Total from 1836 to June 3, 1896, previous to adoption of exist- ing project, as per House Document No. 421, Fifty-seventh Congress, second session, page 340-- -- ___________--- b $2, 972, 000. 00 March 3, 1899---------------------------------------- 300, 000. 00 June 6, 1900__---------- -------------------------------- 270, 500. 00 March 3, 1901_ ------------------------------------------- 61, 500. 00 June 13, 1902------------------------------------------ 600, 000. 00 March 3, 1903------------------------------------- 1, 400, 000. 00 April 28, 1904__--------------------------_______ 1, 000, 000.00 March 3, 1905------------------------------------------ 500, 000. 00 June 30, 1906----_ ------------------------------------- 1, 000, 000. 00 March 2, 1907 ---------------------------------------- 895, 000. 00 May 27, 1908----------------------------- ,---- 375, 000. 00 March 3, 1909---------------------------------------------- 390, 000. 00 March 4, 1909-------------------------------------------- 125, 000. 00 June 25, 1910--------------------------------------------- 800, 000. 00 10, 689, 000. 00 Amounts received from other sources as follows: Sales of condemned property __________-------------- - 2, 213. 50 Sales of blueprints-------------------------------------- 91. 80 Services of United States dredge Delaware in other dis- tricts ------------------------------------------------ 22, 182. 99 Collected through United States court, district of New Jersey, account damages done to United States property by the Phil- adelphia and Reading Railroad Company's barge Alaska ... 1, 400. 00 Transfer of property to other engineer districts (1907) -------- 20. 62 10, 714, 908. 91 Total amount appropriated on present project to June 30, 1910, $7,640,536.74. a Exclusive of the balance unexpended July 1, 1910. b Of this amount, $124,500 was expended on that part of the Delaware River between Philadelphia and Trenton prior to adoption of existing project. APPENDIX H--REPORT OF MAJOR DEAKYNE. 1263 PHILADELPHIA HARBOR. Total to December 31, 1902, as per House Docu- ment No. 421, Fifty-seventh Congress, second session, page 310_ -____ ___----------- $3, 940, 000. 00 March 3, 1905 (allotment) ----------- 10, 000. 00 a 3, 950, 000. 00 .... Grand total------------- --------- --- ____14, 664, 908. 91 CONTRACT IN FORCE. With the American Dredging Company, of Philadelphia, Pa., dated May 18, 1909, and approved May 25, 1909, for excavating and removing material from the existing channel of Delaware River, in the locality designated as section 1, for the full width of the channel, 600 feet, and a depth of 30 feet at mean low water, and depositing the excavated material above high water or in inclosed basins; estimated quantity of material to be removed 1,000,000 cubic yards, scow measurement, at 12.3 cents per cubic yard. Work to be commenced on or before June 24, 1909, and completed by October 31, 1909. COMMERCIAL STATISTICS. Vessel classification, 1909. Foreign.' Domestic and coast- wise. Class. Total. Passen- gers. Entered. Cleared. Arrivals. Depar- tures. Short ton- American: Number. Number. Number. Number. Number. nage. Number. Steam vessels............. 71 33 .................. 104 204, 291 34, 544 Sailing vessels........... 44 40 ......... ....... 84 57,116 ......... Foreign: Steam vessels.............. 1, 019 960 ................... 1,979 4,312,631 ......... Sailing vessels............ 65 61 126 102,963 ......... Steamers....................... .......... .......... b11358 b11, 068 22, 426 9,570,000 3,162, 249 Sailing vessels . . ........................... c 28, 116 c 28, 061 56, 177 6,773,100 ......... Canal boats and barges .............. ....... d 31,214 d 31, 200 62, 414 10, 700, 200 ......... Rafts............................................ 192 . ..... 192 ................ Total.................... 1,199 1,094 70,880 70,329 143,502 31,720,301 3,196,793 a Of this amount, $87.24 was carried to surplus fund; $4,000 never withdrawn from Treasury; $465.28 and $7.06 redeposited to credit of appropriations; total $4,559.58. b Exclusive of tugboats and ferryboats. c Including 25,200 oyster boats (estimated). d Including 15,120 railroad lighters (estimated). 1264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight tralfic. FOREIGN COMMERCE. Imports: Asphaltum, crude ................ ........ 12,503 tons................. 12, 503 $19, 331 Bananas........................... 4,849,966 bunches............ 31,696 1,336,149 Other fruits............... ...... 14,486,000 pounds.......... 7,243 620,944 Burlaps............................... 40,866,000 pounds........... 20, 433 2,422,261 Chalk............... .................... 34,660 tons .................. 34,660 24,918 Clay.... ................... ............. 87,461 tons............... 87,461 499,099 Cotton.-............................. .. 11,058,000 pounds.......... 5,529 868,824 Cotton fabrics ............................. .. 1,449,596 square yards....... 144 203,090 Cotton manufactures ........................ 24,474,000 pounds......... 12,237 1,467,009 Drugs and chemicals................... 290,110,000 pounds........ 145,055 8,475,829 Fertilizers............................................. 16,168 tons............. 16,168 418,077 Fish .................... .................. 14,492,000 pounds....... 7,246 713,967 Groceries....... ................ .... 29,840,000 pounds.... 14,920 1,348,304 Hides...................................... 6,564,000 pounds_........... 3,282 1,167,954 Iron and steel- Manufactured ..... ............... 58,116,000 pounds.......... 29,058 2,118,859 Pig................................ 38,669 tons.................. 38,669 1,107,781 Scrap............... ................. 33,803 tons ............... 33,803 464,845 Jute.................... .......... 9,339 tons............... 9,339 576,880 Other fibers........................... 2,759 tons................ 2,759 143,862 Lumber............................ 10,491,705 feet, b. m........ 20,983 146,596 Molasses................ .............. 9,108,881 gallons ........ 47,821 327,632 Ores- Iron ................................. 992,036 tons... ......... 992,036 2,559,760 Manganese..... .................. 62,717 tons ............... 62,717 381,730 Copper............................ 59,203 tons ................. 59,203 303,092 Emery................................ 2,857 tons................. 2,857 45,622 Sulphur......................... 121,649 tons ............ 121,649 472,740 Oils ................ ................... 4,718,507 gallons....... .... 15,335 1,554, 697 Plaster............................ ........ 28,404 tons ................. 28,404 41,511 Potatoes.............. ............. 1,219,708 bushels......... 36,591 486,013 Rags.......................... ........... 32,676,000 pounds.......... 16,338 250,862 Salt......... ................. ....... 27,716,000 pounds ......... 13,858 25,866 Skins..................................... .. 50,576,000 pounds.......... 25,288 10,954,393 Sugar......... ..................... 313,328,000 pounds_......... 156,664 7,059,772 Sugar (Philippine Islands) ................... 6,332,000 pounds........... 3,166 112,000 Tin..................... ......... 18,960,000 pounds.......... 9,480 550,372 Wood pulp............................ 44,296,000 pounds.......... 22,148 766,634 Wool- Class No. 1 ............................... 14,366,000 pounds.......... 7,183 3,203,208 Class No. 2 ........................... 4,318,000 pounds........ 2,159 1,240,094 Class No. 3 ..................... .... .. 31,022,000 pounds........... 15,511 3,896,700 Miscellaneous ....................... 124,886,000 pounds...... 62,443 19,624,587 Total ........................................................... 2,234,039 78,001,864 Exports: Beef.................... ............... 2,776,000 pounds............ 1,388 256,790 Cattle .................................... 17,282 head ............... 6,430 1,727,720 Coal- Bituminous...................... 767,284 tons ............ 767,284 2,011,507 Anthracite............................ 64,499 tons. ............. 64,499 261,784 Corn.......................................... 3,473,940 bushels ......... 97,270 2,407,904 Corn meal .................................... 263,850 barrels........... 19,789 888,901 Cotton....................................... 82,864 bales............. 20,636 4, 524,073 Feed.. . .................................... 23,156 tons ... . ....... 23,156 562,201 Groceries............................... 9,594,000 pounds.......... 4,797 334,577 Iron and eel- " Lard. ................................... ctured....... .......... .................................. ....... 33,285 tons ............. 5,714 tons .............. 39,274,000 pounds............ 33,285 5,714 19,637 2,021,215 121,044 4,027,390 Molass snd sirup .......................... 4,057,560 gallons ........... 21,302 578.367 Oatmeal .............................. 3,524,000 pounds. ......... 1,762 92,166 Oil cake.............................................. 104,610,000 pounds.......... 52,305 1,477,316 Oils- Crude.......................... 10,907,686 gallons.......... 40,904 802,100 Illuminating........................... 302,795,972 gallons........... 984,086 17, 360, 414 Lubricating ............ ............ 48,475,280 gallons.......... 169,663 4,682,042 Naphtha.......................... ...... 15,985,705 gallons........... 57,957 1,349,355 Olio.............. .................. ..... 20,542,000 pounds............ 10,271 1,903,621 Residuum ............................ 34,512,290 gallons............ 129,421 1,166,191 Other.......................... 578,801 gallons............. 2,026 173,394 Paraffin............................... 33,292,000 pounds.......... 16, 646 1,390,207 Pipe and fittings.............................. 41,156,000 pounds........... 20, 578 1,206,391 Pork........ ........................ 8,728,000 pounds............. 4,364 928,991 Other products...... .............. 18,758,000 pounds........... 9,379 1,239,382 Rosin........ ......................... 50,765 barrels .............. 10,150 252,396 APPENDIX H--REPORT OF MAJOR DEAKYNE. 1265 Freight traGfo--Continued. Amount, Amount, in customary unit. intons. short Valuation. FOREIGN COMMERCE-continued. Exports-Continued. Seeds............... . ....................... 1,431,950 bushels.............. 32,218 $268,159 Soap.. ............................ 13,836,000 pounds............ 6,918 640,453 Sugar........................... ..... 22,814,000 pounds............ 11,407 1,031,036 Tobacco..... ............. .......... 11,268,000 pounds............ 5,634 1,002,023 Tallow...................................... 4,330,000 pounds............. 2,165 262,903 W heat........................................ 5,245,290 bushels............. 157,358 5,724,171 Wheat flour.......................................... 1,708,721 barrels... ...... 167,454 9,337,349 Wood and manufactures of...................... 84,000,000 pounds ......... 42,000 1,675,974 Miscellaneous................................. 43,164,000 pounds............. 21, 580 6,813,724 Total...... ......................... ....... ............................. 3,041,433 80, 503, 231 DOMESTIC AND COASTWISE COMMERCE. Arrivals: Asphalt ................... ................... 9,250 tons .................. 9,250 114,550 Bricks..................................... 11,246,114 .................. 33,671 80,313 Chemicals................................... 210,245 tons .............. 210,245 5,631,762 Clay......................................... 12,147 tons ...... ...... 12,147 22,972 Coal tar........................................... 1,167,008 tons............ 1,167,008 3,999,723 Coal tar ....................................... 32,374 tons................ 32,374 196,816 Cotton ..................... ........ 36,000 bales................ 9,000 2,160,000 Fertilizers........................................ 149,791 tons............ 149,791 3,111,081 Grain......................... ............. 3,567,267 bushels............ 107,018 2,606,658 Hay.......... .................... 4,838 tons........------...... 4,838 36,233' Ice.................... ........ .... 62,658 tons ................ 62,658 94,536 Iron- Manufactured........... .......... 145,039 tons............ 145,039 3,967,200 Ore................................. 37,135 tons............. 37,135 249,276 Pig...... ............................ 39,375 tons................. 39,375 778, 500 Lumber ..................................... 267,000,000 feet b. m... 667, 500 5,673,750 Manure... ...... ......................... 95,000 tons............. 95,000 142,500 Oysters and fish........ ........... .. 10,047 tons.............. 10,047 1,607,738 Petroleum and products ................ 239,992,000 gallons........... 719,976 6,702,921 Produce and fruit ........................... 93,652 tons............. 93,652 3,909,607 Railroad ties ................................. 1,674,266.... .......... 125,570 769,596 Sand................................. 2,104,280 tons............... 2,104,280 920,060 Stone- Building..... .................. 32,331 tons............. 32,331 239,291 Paving..... ....................... 15,460 tons............. 15,460 92,500 Sugar..... ........................ 220,435 tons............ 220,435 19, 548, 236 Wood, cord............. ............ 38,325 cords .............. 57,488 229,952 Miscellaneous.............................. 2,794,161 tons................ 2,794,161 563,713, 850 Total .................... -................................. 8,955,449 626,599,621 Departures: Asphalt........ ....................... 3,125 tons ................. 3,125 40,000 Chemicals.......................... 79,344 tons_............... 79,344 2,275, 542 Coal. .......... .... .............. 6,667,142 tons.............. 6,667,142 26,061,176 Coal tar........................................... 8,887 tons.............. 8,887 55,925 Fertilizers ..... . ........................ 137,965 tons ................. 137,965 2,337,419 Grain................................ ...... 2,151,266 bushels.............. 64,538 1,209,413 Ice............. .................... 19,269 tons....... ..... 19,269 29,862 Iron- Manufactured............................... 74,635 tons.................... 74,635 2,116,643 Pig ................................ ...... 28,820 tons.................. 28,820 1,008,700 Ore... ........................... 4,311 tons........ .... 4,311 25,866 Lumber........................... 6,600,000 feet b. m........... 16,500 241,000 Manure............................ 53,850 tons.................. 53,850 68,000 Oysters and fish.... ................ 62,000 tons.............. 62,000 1,011,188 Petroleum and products....... ......... 142,380.310 gallons.......... 462,736 7,421,198 Produce and fruit........ ................ 55,728 tons............. 55,728 673,420 Sand.................................... 574,562 tons...... ......... 574,562 426,918 Stone, building....................... 176,680 tons............ 176,680 1,033,360 Sugar................................. 64,840,000 pounds........ 32,420 3,101,425 Wood............................... 43,615 cords............ 65,423 261,692 Miscellaneous ........................... 1,858,815 tons........... 1,858,815 493,366,399 Total................................................... 542,765,146 10,446,750 0 56932 °-ENG 1910--80 1266 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. SUMMARY. Freight movement. 1908. 1909. Quantity. Value. Quantity. Value. Foreign: Tons. Tons. Arrivals.............................. 1,551,015 $57,407,933 2,234,039 $78,001,864 Departures...................... .. 3, 532, 472 95, 533, 079 3, 041,433 80, 503, 231 Domestic: Arrivals .... ...................... 8,043,197 593,264,209 8,955,449 626,599,621 Departures ........................... 10,897,211 502,970,297 10,446,750 542,765,146 Total ................................. a 24,023,895 1,249,175,518 b 24, 677,671 1,327,869,862 a Of this total quantity, 2,240,000 tons were carried on car floats between Philadelphia and Camden. b Of this total quantity, 2,464,000 tons were carried on car floats between Philadelphia and Camden. Comparative statement of quantity and value of exports, imports, and revenue collected. Exports. Imports. Year. Revenue. Quantity. Value. Quantity. Value. Tons. Tons. 1900.................................... 3,513,526 $81,145,966 1,316,554 $49,186,877 $21,775,201 1901............................. 3,183,584 79,324,344 1,279,044 51,365,142 19,046,007 1902 ................................... 2,748,839 76,022,896 1,679,403 55,064,776 22,360,362 1903.................................... 2,378,307 73,184,394 1,561,052 55,516,052 21,020,331 1904................................... 2,552,065 66,539,909 1,057,348 53,852,194 17,997,700 1905....... ...................... 3,267,439 70,645,103 1,365,245 67,913,822 20,022,804 1906.................................. 3,800,995 88,276,315 1,732,935 72,137,678 20,505,545 1907 .................................. 4,056,716 106,570,527 1,800,520 80,693,327 21,044,374 1908 .................................... 3,532,472 95,533,019 1,551,015 57,407,933 16,963,929 1909 ................................. 3,041,433 80,503,231 2,234,039 78,001,864 20,810,442 EXPORTS OF GRAIN AND PETROLEUM. The following tables give the amount of grain and petroleum shipped from this port during the years 1908 and 1909, compared with the shipments of other ports named: Eaxport of grain (wheat and corn) and oats. 1908. 1909. Bushels. Per cent. Bushels. Per cent. Philadelphia ......................................... 18, 728, 653 12.4 12,252,280 10.7 Montreal............ ........................... 27,790,012 18.3 26,892, 249 23.5 Portland ............................................... 6,846,127 4.6 5,969,850 5.2 Boston.................................. 11,901,317 7.8 11,482,564 10.0 New York ............................................. 32,268,477 21.3 21,744,272 19.0 Baltimore.................. ................... 20, 432, 247 13.5 10, 408, 332 9.1 Newport News ......................................... 1,158, 652 .7 1,132, 261 .9 Norfolk............................................ 274,049 .1 334,351 .3 New Orleans ..................... .................. 8,133,961 5.3 8,175, 176 7. 2 Galveston.............................................. 16, 243,375 10.7 6, 360,340 5.6 Mobile ............ .................... 601,963 .4 1,289,198 1.1 St. Johns, New Brunswick............................. 1,146, 636 .7 428,436 .4 Port Arthur ................ ................. 6, 395,194 4.2 7, 904, 983 7.0 Total .......................................... 151,920,663 100.0 114,374, 292 100.0 APPENDIX H---REPORT OF MAJOR DEAKYNE. 1267 Exports of petroleum (50 gallons to the barrel). 1908. 1909. Barrels. Per cent. Barrels. Per cent. New York ........................................... 12, 304,182 57.9 12, 214,426 61.0 Philadelphia......... ......... ................. 8, 535,267 40.2 7, 547, 776 37. 7 Baltimore.................................. 398, 047 1.9 269, 941 1.3 Total ........................................... 21,237,496 100.0 20,032,143 100.0 Vessels completed and under construction at the principal shipyards along the Delaware River during the year 1909. Completed Under con- Approxi- Kind, during struction. Gross tons. mate value. year. Battle ships .............. ..................... 2 2 80,000 $20,206,000 Revenue cutters .......... ................. .... 2 ............ 1,920 1,000,000 Torpedo destroyers................ ............. 3 5 5, 810 4, 263, 000 Mine planters....................................... 2 .............. 1,360 600,000 Steamers. ............................. 2 4 36,487 2,070,000 Car floats .............................................. 6 2 5,604 272,000 Barges........................................ ....... 2031,182 240,000 Towing boats. ....... ............... ......... ........... 1 3 1,089 34,750 Dumping scows............ .......................... 1 . .. ... 900 17,100 Steam lighter .............. ......... ...... ............. 1 .......... . . 182 10,500 Lighters ............................................. 6 3 5, 400 58, 500 Dredge hull........... ..................... ...... ...... 1 570 35,000 Collier............................................ ..... 1 19, 360 1,000, 000 Total ......................... ........... .... 46 21 189,864 29,806,850 DEPARTMENT OF WHARVES, DOCKS, AND FERRIES, Philadelphia,Pa., July 1, 1910. DEAR SIR: Replying to your letter of the 25th instant, in which you ask for information regarding the progress made by the city of Philadelphia in the re- construction of her water front, the advancement of wharves to the new pier- head line, and other work done by the city of Philadelphia, from July 1, 1909, to June 30, 1910, I have the honor to report as follows: REPAIRS MADE TO PIERS. 1. Repairs have been made to Chestnut street pier to the amount of- _-- -------------------------------- $20, 809. 75 2. Repairs have been made to Arch street pier to the amount of__ 11, 761. 95 3. Repairs have been made to Race street pier to the amount of__ 18, 901. 77 4. Repairs have been made to Fairmount avenue wharf to the amount of ----------------------------------------- 6, 363. 62 5. Repairs have been made to the almshouse wharf to the amount of ------------------------------------------------- 1, 020.98 6. Repairs have been made to bulkheads and small piers to the amount of --------- ------------------------------- 1, 009. 90 Total cost of repairs ----- ------------------------ _ 59, 867. 97 Constructing and anchoring of landing stage at Race street pier at a cost of-------------------------------------------- 1, 875. 00 CONTRACTS AWARDED. 1. Contract has been awarded and work is now in progress on the substructure of the new Vine street pier to the amount of__ $321, 000. 00 2. Contract has been awarded and work is now in progress on the concrete bulkhead at the foot of South street, Delaware River, to the amount of_-. ____-_---_ ----------- ----- 10, 000. 00 1268 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Contract has been awarded and work is now in progress' on the 18-inch hydraulic dredge for city dredging to the amount of_ $90, 500. 00 4. Contract has been awarded and work is now in progress on a combination dipper and scoop dredge, with 5-yard bucket, to the amount of --------------------- ----------------- 64,160. 00 5. Contract has been awarded and work is now in progress on an 81-foot tugboat for use in conjunction with the city dredging plant, to the amount of--- -____________-__- -______--__ 20, 855. 00 6. Contract has been awarded and work is now in progress on a 66-foot tugboat for use in conjunction with the city dredging plant, to the amount of------------------------------ 11, 425. 00 7. Contract has been awarded and work is now in progress on 2 bottom-dump scows of 500 cubic yards capacity each, to the amount of __________----------___ -__ ---- __ 18, 750. 00 8. Contract has been awarded and work is now in progress on 3 bottom-dump scows of 250 cubic yards capacity each, to the amount of--------- _-__----- - - - - 15, 750. 00 9. Contract has been awarded and work is now in progress on 1 deck scow, to the amount of_------------------__ ___--- 2, 750. 00 10. Contract has been awarded and work is now in progress on 15 pontoons to the amount of ___________ __-- -_____ __ 2, 393. 00 11. Contract has been awarded and work is now in progress on 2,646 feet of 18-inch steel pipe line to the amount of -------- 4, 500. 00 12. Contract has been awarded and work is now in progress on 100 all-steel pipe couplings for 18-inch discharge pipe to the amount of---------- ---------------------------------- 445. 00 13. Contract has been awarded and work is now in progress on 4 18-inch flexible metallic joints for hydraulic dredge, to the amount of ------------------------------------------ 1, 360. 00 14. Contract has been awarded and work is now in progress on 25 rubber sleeves for connecting discharge pipe, to the amount of ------------------------------------------------- 2, 040. 00 15. Contract has been awarded and work is now in progress for dredging city docks during the year 1910, to the amount of__ 24, 000. 00 Total cost of work now in progress___-----------_____- 589, 928. 00 Specifications and plans are on file in this office for the construc- tion of a concrete bulkhead from Vine to Callowhill streets, for which bids will be opened July 18, 1910, to the amount of .-.. 100, 000. 00 For the improvement of the lower Schuylkill River about 400 acres of land has been purchased, to the amount of------------ 205, 000. 00 IMPROVEMENTS TO PIERS. Immigrant quarters were erected on pier No. 80, south wharves, to the amount of---------------------------------------- 3, 483. 38 PRELIMINARY COST OF NEW PIERS AT DOCK AND VINE STREETS. 1. Land purchased by the city of Philadelphia for site of Vine street pier, to the amount of_ 302, 000. 00 2. Land transfers made between the city and the Pennsylvania Railroad Company for site of pier at Dock street, at a cost t o the city of----------------------------------------- 4, 280. 20 3. Colntract awarded and test borings made at the site of the IDock and Vine street piers, at a cost to the city of,---------- 6, 999. 57 Total cost of preliminary work------------------------ 313, 279. 77 DREDGING. During the season of 1909 and up to June 30, 1910, there was removed by this department from the Delaware and Schuylkill rivers 460,071 cubic yards of material, costing___ -- 79, 841. 48 Of this amount the city paid for the removal of 412,410 cubic yards, costing.------------------------------------ 71, 250. 27 APPENDIX H-REPORT OF MAJOR DEAKYNE. 1269 The owners of docks where city sewers empty paid for the re- moval of 47,661 cubic yards, costing- -- $8, 591. 21 Total cost of work done-land purchased for improvements-con- tracts awarded and contracts to be awarded, for which pro- posals are now out, from July 1, 1909, and up to June 30, 1910__ 1, 353, 275. 60 WORK CONTEMPLATED FOR WHICH MONEY IS AVAILABLE. Plans are now in progress for building the superstructure of Vine street pier, money available ----------------------------- 208, 321. 24 Ordinances and resolutions have passed councils authorizing the following work: 1. For the construction of a double-deck pier at Dock street, estimated cost .. . 600, 000. 00 2. For the construction of a recreation and freight pier at Penn Treaty Park, money for same not appropriated, estimated cost .... _ 225, 000. 00 3. For the construction of a recreation and freight pier at the foot of Allegheny avenue, money not yet appropriated, estimated cost---------- ----------------- 300, 000. 00 Total cost of authorized work ---------------- 1, 125, 000. 00 Plans are being prepared and an ordinance will be introduced into councils in the near future, asking for an appropriation for the construction of a concrete bulkhead along Delaware avenue, from South street to Christian street, estimated cost---------- 275, 000. 00 There have been 6 licenses granted, to construct new piers and to extend piers to the bulkhead line, from June 30, 1909, to June 30, 1910. Provisions have been made for this department by councils for the year 1910, as follows: Appropriation for the repairs of piers, bulkheads, etc., to the amount of----------- ---------------------- 5,000. 00 Appropriation for the dredging of city docks and private docks into which city sewers empty, etc------------------- 35, 000. 00 Also $600,000 has been set aside for the use of this department from the $8,000,000 loan, authorized by councils, dated April 1, 1910. This money will be available about September 1, 1910. SUMMARY. Cost of work completed from July 1, 1909, to June 30, 1910- -__- 378, 506.12 Estimated cost of work in progress (including the bulkhead from Vine to Callowhill streets) ___________________________ _ 689, 928. 00 Cost of land for improvement____-------------- ---- 205, 000. 00 Cost of dredging done-------------------------- --- ---- 79, 841. 48 Estimated cost of work contemplated (money available)-------- 208, 321. 24 Estimated cost of work contemplated (money not yet appro- priated) __---- --- ----------------------------------- 275, 000. 00 Estimated cost of work authorized----------------- -------- 1, 125, 000. 00 Grand total-------------------- -- 2, 961, 596. 84 I have every assurance that in addition to the moneys now appropriated to this department and the moneys we will receive from the loan there will. be very large appropriations for more extensive harbor improvements than have yet been undertaken. Very respectfully, yours, JOSEPH F. HASSKARL, Acting Director. Maj. HERBERT DEAKYNE, Corps of Engineers, U. S. Army, Philadelphia, Pa. 1270 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. H 3. IMPROVEMENT OF DELAWARE RIVER FROM ALLEGHENY AVENUE, PHILADELPHIA, PENNSYLVANIA, TO TRENTON, NEW JERSEY. The existing project for this portion of the Delaware River was adopted by the river and harbor act of June 25, 1910, but no expendi- tures were made or work done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement----------------------------------- a $160, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATION. June 25, 1910 -------------------------------------------------- $100,000 H 4. IMPROVEMENT OF DELAWARE RIVER AT PERRIWIG BAR, NEW JERSEY AND PENNSYLVANIA. The approved project provides for dredging a channel 7 feet deep at mean low water, with a bottom width of 200 feet, in three straight stretches through Perriwig bar, at an estimated cost of $50,000. ee Annual Reports of the Chief of Engineers for 1907, page 181, and 1908, page 1137. This work was completed in December, 1907. Examinations of the dredged channel were made during the past year. A very small amount of shoaling has occurred in the channel since the completion of dredging. The river and harbor act approved March 3, 1909, appropriated $1,500 for maintenance of this improvement. Under a project sub- mitted March 10 and approved March 17, 1909, this amount is to be expended in making such occasional surveys and examinations as may be necessary to watch the condition of the river, and in the supervision of the work of dredging sand from the river by private parties to prevent injury to the channel and to secure benefit from the sand-digging operations wherever possible. During the past fiscal year the sum of $386.17 was expended for examination and supervision of the sand-dredging operations. APPROPRIATIONS. March 2, 1907 -------------------------------------------------- $50, 000 March 3, 1909 ---------------------- 1, 500 Total ----------------------------------------------------- 1, 500 H 5. IMPROVEMENT OF DELAWARE RIVER NEAR BORDENTOWN, NEW JERSEY. The approved project provides for a channel in two straight reaches through the bar, having a depth of 7 feet at mean low water and a a Exclusive of the balance unexpended July 1, 1910. APPENDIX H-REPORT OF MAJOR DEAKYNE. 1271 bottom width of 200 feet, or as near that width as the available funds will permit. The length requiring dredging is about 3,800 feet. See Annual Report of the Chief of Engineers for 1909, page 1148. The work was completed July 11, 1908. APPROPRIATION. March 2, 1907, allotments April 20 and June 8, 1908------------------ $10, 000 H 6. IMPROVEMENT OF DELAWARE RIVER AT SEWER SHOAL, NEAR TRENTON, NEW JERSEY. Between Trenton and Bordentown, about one-half mile below the steamboat landing in Trenton, a shoal extended entirely across the river, carrying from 4 to 5 feet depth at mean low water. The steam- boats running between Philadelphia and Trenton experienced much difficulty in crossing this bar at low tide, and groundings were frequent. Under date of May 6, 1909, a report was submitted on the condition of the river at this locality, and on May 12, 1909, the Acting Secretary of War allotted the sum of $15,000 from the emergency appropriation of $500,000 provided by section 2 of the river and harbor act, approved March 3, 1909, for relieving commerce at this locality. The project for this- improvement provides for a straight channel through the bar for a distance of 1,800 feet, with a depth of 7 feet at mean low water, and a bottom width of 200 feet, or as near that width as the funds will permit. Under date of June 1, 1909, an emergency contract was entered into with the American Dredging Company, of Philadelphia, Pa., for dredging the required channel at 35 cents per cubic yard, place meas- urement, the work to be completed within seventy days after date of contract. Dredging was begun on June 5, 1909, and was completed September 12, 1909, a total of 32,657 cubic yards of material being removed and deposited on the New Jersey shore. The total cost of the work was $12,537.31. This work has resulted in a channel 200 feet wide and 7 feet deep for a distance of 1,800 feet through the shoal. This improvement has had no direct effect on freight rates, but it has enabled boats to maintain their regular service between Philadel- phia and Trenton, N. J. The freight rates are much lower by water than by rail. APPROPRIATION. Act of March 3, 1909 (allotment) ----_------------------------. $15, 000 EMERGENCY CONTRACT IN FORCE. With the American Dredging Company, of Philadelphia, Pa., dated June 1, 1909, for excavating and removing material in dredging a channel not to exceed 200 feet bottom width, and 7 feet deep at mean low water, through Sewer shoal, about one-half mile below the steamboat landing at Treniton, N. J., the 1272 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. excavated material to be deposited along the eastern shore of the river, opposite the channel to be dredged above the level of mean low tide, at the price of 35 cents per cubic yard, place measurement. Work to be commenced within ten days after date of the contract and completed within seventy days after date of the contract. The estimated quantity of material to be removed is about 40,000 cubic yards, place measurement. H 7. IMPROVEMENT OF ICE HARBOR AT MARCUS HOOK, PENNSYLVANIA. An account of this improvement is contained in the Annual Re- ports of the Chief of Engineers for 1896, page 920; 1900, page 1574; and 1904, page 1196. The protection works for this harbor consist of the old landing piers and seven detached piers having foundations of wooden cribs filled with stone, the superstructures being filled with cut stone. No work was done during the past year. The river and harbor act approved June 25, 1910, appropriated $600 for maintenance of the improvement. APPROPRIATIONS. Total, as per House Document No. 421, Fifty-seventh Congress, sec- ond session-------------------------------------- ------ $219, 000 June 25, 1910 ------------------------------------------------ 600 Total___----------------------------------------------219, 600 H 8. CONSTRUCTION OF IRON PIER IN DELAWARE BAY, NEAR LEWES, DELAWARE. An account of this work is contained in the Annual Reports of the Chief of Engineers for 1896, page 920, and for 1900, page 1574. During the past fiscal year no work has been done nor have any liabilities been incurred. The river and harbor act approved June 25, 1910, appropriated $1,500 for maintenance of the improvement. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30. 1912, .for maintenance of improvement _-------------------------- a $1, 000 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. APPROPRIATIONS. Total, as per House Document No. 421, Fifty-seventh Congress, second session ---------------------------------- - $386, 160 June 25, 1910--- ..----------------------------------------------- 1, 500 Total------------- b 387, 660 a Exclusive of the balance unexpended July 1, 1910. b Of this amount, $820.60 was carried to the surplus fund in 1909. APPENDIX I--REPORT Or MAJOR DEAIYNE. 1278 H g. IMPROVEMENT OF DELAWARE BREAKWATER, DELAWARE. An account of this improvement is contained in the Annual Reports of the Chief of Engineers for 1896, page 922; for 1897, page 1214; for 1898, page 1094; for 1901, page 1323; and for 1905, page 1083. During the past fiscal year no work has been done nor have any liabilities been incurred. The commercial statistics of the harbor at and in the vicinity of this breakwater are given in connection with the report on the harbor of refuge, Delaware Bay, Delaware. APPROPRIATIONS. Total, as per House Document No. 421, Fifty-seventh Congress, second session---- -------------------------------------- $2, 807, 353. 70 Received from sale of old building------------------------------- 1.00 Grand total------- ------------- --------------------- a 2, 807, 354. 70 H Io. CONSTRUCTION OF HARBOR OF REFUGE, DELAWARE BAY, DELAWARE. An account of this improvement is contained in the Annual Reports of the Chief of Engineers for 1897, page 1216; for 1901, page 1325; for 1902, page 1036; for 1903, page 970; and for 1904, page 1199. During the past fiscal year no work has been done nor have any liabilities been incurred. The river and harbor act approved June 25, 1910, appropriated $8,000 for maintenance of the improvement. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement--------- ------------------ b $8, 000 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. APPROPRIATIONS. Total, as per House Document No. 421, Fifty-seventh Congress, second session_ ------------ .------- ------... $2, 239, 334 June 25, 1910--- --.------------------ ------- ------------ 8, 000 Total ------------------------------------------- 2, 247, 334 a Of this amount, $875.64 was carried to the surplus fund in 1909. b Exclusive of the balance unexpended July 1, 1910. o Of this amount, $1,128.66 was carried to the surplus fund in 1909. 1274 REPORT OF THHE OHIEF OP ENGINEERS, 1. S. ARMY. COMMERCIAL STATISTICS. Arrivals at Delaware Breakwater during 1909. Steamers. Ships. Barks. Schooners. Barges. Total. For orders................ ..... .......... .. . 49 1 3 11 64 For harbor.......................... ............. 20 ........ 6 487 537 1,050 In distress....................... ........... ...... .... ................ 2 1 3 Total....... ................ .. .......... 69 1 9 500 538 1,117 H ix. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. On June 12, 1909, the steamer Shearwater sank about 250 feet off Chestnut street wharf, in the harbor of Philadelphia, and having been found, on examination, to be a dangerous obstruction to naviga- tion, its removal was recommended. On August 4, 1909, a contract for its removal was entered into with Johnston & Virden, of Lewes, Del., for the sum of $989. The contract was completed on August 22, 1909, and the total cost of the work was $1,119.20, the vessel, after its recovery, becoming the property of the contractors. H 12. CONSTRUCTION OF HYDRAULIC DREDGES. SEAGOING DREDGES. 1. DREDGE FOR IMPROVING LOWER WILLAMETTE AND COLUMBIA RIVERS, OREGON AND WASHINGTON. This project was authorized in the river and harbor act of March 2, 1907. For work previously performed in connection with the con- struction of a steel-hull, single-screw, suction dredge for this local- ity, see pages 1143 and 1144 and page 1153 of the Annual Reports of the Chief of Engineers for 1908 and 1909, respectively. At the beginning of the fiscal year the dredge had been com- pleted and accepted and transferred, together with its property, to Maj. J. F. McIindoe, Corps of Engineers. Disbursements made during the year covered incidental expenses and freight charges on patterns and spare parts of the dredge shipped from the Atlantic seaboard to Portland, Oreg. The total cost of the dredge, delivered complete at Portland, Oreg., was $304,385.57. During the year the dredge was at work in the Portland district. APPENDIX H---REPORT OF MAJOR DEARYNE. 1275 Money statement. Amount allotted-------------- ------------------------ $308, 200. 00 Amount received from sale of blueprints__------ ----- __ _ 3. 20 308, 203. 20 June. 30, 1910, amount drawn__ -- -------------------- 308, 203. 20 Amount expended to June 30, 1909 ------ _____--$303, 543. 86 June 30, 1910, amount expended during the fiscal year_ 841. 71 Amount deposited to credit of appropriation---------- 3, 787. 63 308, 173. 20 July 1, 1910, balance available_----__------------------- 30. 00 2. DREDGE FOR IMPROVING HARBOR AT GALVESTON, TEX. The project printed in House Document No. 340, Fifty-ninth Con- gress, second session, forms the basis for the appropriations made in the river and harbor act of March 2, 1907, for this improvement. For work previously performed in connection with the construction of a steel-hull, twin-screw, suction dredge for this locality, see pages 1145 and 1146 and pages 1154 and 1155 of the Annual Reports of the Chief of Engineers for 1908 and 1909, respectively. At the beginning of the fiscal year the dredge had been completed and accepted, subject to correction of certain defects, and trans- ferred, tog'ether with its property, to Capt. John C. Oakes, Corps of Engineers. The defects noted in the report for 1909 were remedied by the contractor during the year, and disbursements made covered final payment and incidental expenses. The cost of the dredge, outfitted complete and delivered at Spar- rows Point, Md., was $380,435.35. During the year the dredge was at work in the Galveston district. Money statement. Amount allotted---------------------------------- --------- $380, 425. 35 Amount received from sale of blueprins__ ____________ 10. 54 380, 435. 89 June 30, 1910, amount drawn---------------------- ----__ _ 380, 435. 35 Amount expended to June 30, 1909---------- ---- $372, 256. 10 June 30, 1910, amount expended during the fiscal year_ 3, 429.25 Amount deposited to credit of appropriation--------- a4, 750. 00 380, 435. 35 3. DREDGE FOR IMPROVING SOUTHWEST PASS, MISSISSIPPI RIVER. An item in section 3 of the river and harbor act of March 3, 1909, provides that the sum of $600,000, or so much thereof as may be necessary, of the funds appropriated and authorized for the improve- ment of this locality, may, in the discretion of the Secretary of War, a This amount represents a part of the contract price of the dredge, which was deducted from money due the contractor and deposited to satisfy a claim of the Quartermaster's Department against said contractor. 1276 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be applied to the construction or purchase of a suitable dredging plant for use on said improvement. On March 22, 1909, the Chief of Engineers allotted the sum of $150,000 from the appropriation of $8,185,750 provided by the river and harbor act of March 3, 1909, to be applied to the work of pre- paring plans and beginning construction of the dredge.. The work of preparing plans and the duty of constructing the dredge were assigned to my charge by the Chief of Engineers on September 24, 1909, and May 26, 1910, respectively. At the close of the fiscal year the plans and specifications had been completed and approved by the Chief of Engineers and were ready to be advertised. Money statement. Amount authorized by the act-__----- -------- _____$600, 000. 00 June 30, 1910, amount drawn from allotment __________________ 29, 000. 00 Amount expended during the fiscal year----------------------- 28,176. 04 July 1, 1910, balance unexpended ________________________-823. 96 July 1, 1910, outstanding liabilities_________________----___--_ 154. 05 July 1, 1910, balance available__---------------------- ------ 669. 91 APPENDIX I. IMPROVEMENT OF RIVERS AND HARBORS IN THE WILMINGTON, DELAWARE, DISTRICT. REPORT OF MAJ. R. R. RAYMOND, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 80, 1910. IMPROVEMENTS. 1. Cooper Creek, New Jersey. 15. St. Jones River, Delaware. 2. Mantua Creek, New Jersey. 16. Smyrna River, Delaware. 3. Raccoon Creek, New Jersey. 17. Leipsic River, Delaware. 4. Oldmans Creek, New Jersey. 18. Broadkill River, Delaware. 5. Salem River, New Jersey. 19. Inland waterway from Chinco- 6. Alloway Creek, New Jersey. teague Bay, Virginia, to Dela- 7. Cohansey River, New Jersey. ware Bay, Delaware. 8. Maurice River, New Jersey. 20. Improving waterway on the coast 9. Toms River, New Jersey. of Virginia. 10. Double Creek, New Jersey. 21. Removing sunken vessels or craft 11. Tuckerton Creek, New Jersey. obstructing or endangering navi- 12. Cold Spring Inlet, New Jersey. gation. 13. Wilmington Harbor, Delaware. 14. Appoquinimink, Murderkill, and Mispillion rivers, Delaware. ENGINEER OFFICE, UNITED STATES ARMY, Wilmington, Del., July 16, 1910. SIR: I have the honor to inclose herewith annual report for the works of river and harbor improvement in this district for the fiscal year ending June 30, 1910. Very respectfully, your obedient servant, R. R. RAYMOND, Major, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. I I. IMPROVEMENT OF COOPER CREEK, NEW JERSEY. For the history of this improvement see the Annual Report of the Chief of Engineers for 1910, Part 1, page 224. Under date of April 21, 1909, the Chief of Engineers allotted the sum of $5,000 from the appropriation made by the river and harbor 1277 1278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. act of March 3 1909, for expenditure for the maintenance of the improvement of Cooper Creek, and on the same date approved a project for the expenditure of the available funds, which included the $5,000 allotted and possibly the balance on hand from previous appropriations, then awaiting determination as to whether they could be expended, in view of the provision contained in section 10 of the sundry civil act of March 4, 1909. Later authority permitted its expenditure. Specifications were approved by the Chief of Engineers under date of July 9, 1909, and after due advertisement, proposals were opened on August 9, 1909, and contract dated August 25 and approved September 1, 1909, made with The Rickards Dredging Com- pany, of Philadelphia, Pa., the lowest bidder, at 19 cents per cubic yard, place measurement, in making the contract dimensions, and one-half that price for overdepth, when made, not exceeding 1 foot, the work to be commenced within sixty days after its approval and completed within four months after starting Work. Dredging under this contract was begun on December 1 and con- tinued to December 27, 1909, when it was found necessary to suspend operations on account of ice in the river. On January 27, 1910, the work was resumed and continued to March 31 1910, when it was completed, the time limit having been waived by .authority of the Chief of Engineers, dated March 5, 1910. The quantity of material dredged was 39,207 cubic yards, measured in place, and consisted of mud, sand, clay, and gravel. That dredged below the Federal Street Bridge was scowed to Mills's shipyard on the Delaware River just below the mouth of Cooper Creek, and that dredged above that bridge was taken to Forest Hill Park, about 11 miles above the Federal Street Bridge. In both cases it was placed ashore above the high- water line. The operations resulted in a continuous channel not less than 12 feet deep at mean low water from the 12-foot curve in Delaware River upstream, a distance of 8,635 feet, to the Camden Iron Works, and not less than 70 feet wide, except a stretch of 600 feet from a point 400 feet below the State Street Bridge to 200 feet above that bridge, and a stretch of 1,600 feet downstream, from a point just above the Federal Street Bridge, where a channel 12 feet deep and from 20 to 60 feet wide was found. On the stretch at the State Street Bridge the full width--49.5 feet--of the draw was found through the draw opening and its approaches. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ ----------------- _-_--_- a $5, 000 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. APPROPRIATIONS. Present project: June 3, 1896 ------------------------------------------ $37, 000 March 3, 1909 (allotment April 21, 1909) ---------------------- 5, 000 June 25, 1910 ----------------------------------------- 8, 000 Total _ _-_--_-_- - - - - 50, 000 Expended in building dike at Woodbury Creek, New Jersey- 2, 500 * Exclusive of the balance unexpended July 1, 1910. APPENDIX I-REPORT OF MAJOR RAYMOND. 1279 CONTRACT IN FORCE. With The Rickards Dredging Company, of Philadelphia, Pa., dated August 25 and approved September 1, 1909, for dredging at 19 cents per cubic yard, place measurement, for the contract dimensions, and half price for overdepth made, not exceeding 1 foot, the work to be commenced within sixty days after notifi- cation of approval of contract by the Chief of Engineers and to be completed within four months after starting work. Work was begun December 1, 1909, and completed March 31, 1910, the time limit having been waived under authority of the Chief of Engineers dated March 5, 1910. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Actual freight receipts and shipments. Articles. Quantity. Value. Receipts: Short tons. Coal............................66,223 $190, 936.90 Coke breeze.................................... ... .......... 2,183 3,820.25 Chemicals .............. ................................................ 51,250 436,180.00 Iron.......... .............................................. 26,900 416,950.00 Pipe.......................................................... . 259 7,000.00 Building materials .......................................... 34, 669 31,343. 50 Sand .................................................................. ... 6,661 6,661.00 Clay......---............................................................. 863 863.00 Loam............ ............ ................................. 3,452 3,452.00 Oil ... ...... ................................ 6,000 93,000.00 0... 0......... Lumber.... .................................................... 400 3, 500. 00 Corn.....7...0...08........................................... 700 18,836.00 Salt hay...... .................................. .............. 1,155 9,240.00 Manure.....-........... ....... ............... ...... . 4,000 7,500.00 Miscellaneous............................. ...- ............... .. 532 656.00 Total....... .......... .... .............. ................... 205,247 1,229,938.65 Shipments: Chemicals..... ............................ ............................ 16,800 280,000.00 Pipe......................................... 22,025 561,650.00 Lumber............. .......................................... 150 1,600.00 Total................................ .............. 38,975 843,250.00 Total receipts and shipments..................... ............... 244,222 2,073,188.65 Total net vessel tonnage, arriving and departing, 651,260. Vessels sailing and trading in Cooper Creek, New Jersey. Class. Arriving. Depart- ing. Sailing........................................................................... .. 60 60 Steam............................................................................ 42 42 Barges............................................................................... 80 80 Lighters......................................................................... 251 251 Canal boats........................................................ ........................... 767 767 Total ........ .............. ............................. 1,200 1,200 Net vessel tonnage.............................................................. 325,630 325,630 1280 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Capital invested in industrial works on Cooper Creek. Kind. Num- ber. Invest- ment. em- mber ployees. Worsted yarn ................................................. 1 $750,000 500 Chemical works ....................................................... . 4 2,300,000 523 Varnish works .............................................. 1 750,000 75 Oil warehouse .............................................................................. 1 100,000 75 Lumber yard........... .. .................................. 1 50,000 34 Flour and feed warehouse ........................................ 1 100, 000 25 Power plant ............................................................ 1 600, 000 2, 000 Iron works .......... .............. ........................ 1 3,000,000 1,300 Lampblack works ............................................... 1 155,000 25 Building-material yards.................................... ... 2 105,000 150 Leather works ................. ..................................... . 1 1,000, 000 650 Extract works................................................. 1 75,000 20 Total .............................................. 16 8,985,000 5,377 The above statistics are not complete, and so stated by Mr. Louis T. Derousse, secretary of the board of trade, of Camden, N. J., who furnished them. I 2. IMPROVEMENT OF MANTUA CREEK, NEW JERSEY. For the history :f this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 226.. No work was done during the past fiscal year. No contract in force. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__________---------------------------- a $6, 000 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. APPROPRIATIONS. Previous project: Amount as per House Document 421, Fifty-seventh Congress, second session------------------------------------ $3, 000 Present project: March 3, 1899----------------------------------- $25, 000 June 13, 1902_-------------------------- -------- 35, 000 March 2, 1907---------------------------------- 34, 450 March 3, 1909 (allotment Jan. 28, 1910) ---------------- 7,000 June 25, 1910------------------------------------ 28, 000 129, 450 132, 450 Received from sale of property-------------- ---------------- 100 Total--------- ---------- --------------------- 132, 550 a Exclusive of the balance unexpended July 1, 1910. APPENDIX I---REPORT OF MAJOR RAYMOND. 1281 COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. No complete commercial statistics for Mantua Creek could be obtained, but the receipts and shipments by water at Paulsboro were as follows: Class. Quantity. Value. Receipts: Short tons. Coal, ship timber, etc............................................ 14,120 $32,125 Bricks, stone, laths lumber, etc........................... ......... .... 11,570 203, 268 Manure, oyster shells, etc ............................................. . 23,470 509,993 General merchandise.............................................. ..... 58,927 583,060 Total............. ....... ....................... ........... 108,087 878,446 Shipments: Fertilizers, fruit, etc....... ................ ......................... 14,068 132, 829 General merchandise.... ............. .............................. 3,450 14, 250 Total ................................................... 17,518 147,079 Total receipts and shipments ....................................... 125,605 1,025, 525 Vessels sailing and trading on Mantua Creek, New Jersey, not reported. Two barges of a total of 700 tons, and three pleasure boats built during the year. One boat, 260 tons, and numerous other small boats repaired during the year. I 3. IMPROVEMENT OF RACCOON CREEK, NEW JERSEY. For previous history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 228. At the close of the fiscal year 1909 work was in progress under the contract of The Rickards Dredging Company, under which dredging had been begun on May 13, 1909. This work was continued to Novem- ber 29, when it was completed, the time limit having been waived by authority of the Chief of Engineers, dated November 12, 1909. The work required by the contract was the making of a cut-off, consisting of three sections, aggregating about 1,425 feet in length, at Molonox shoal, about 7 miles from the mouth of the creek, the widening of the channel at a number of places, and redredging where required for the restoration of the channel to project dimensions be- tween the Delaware River and Swedesboro. This was accomplished. The quantity of material removed was 165,840 cubic yards, measured in place, and consisted of mud, sand, clay, and vegetable matter. It was deposited upon the banks of the creek well beyond the high water line. The result of the operations was a channel not less than 75 feet wide at bottom and not less than 7 feet deep at mean low water from the mouth to Bridgeport; not less than 60 feet wide and 7 feet deep from Bridgeport to Springers; and not less than 40 feet wide and 5 feet deep from Springers wharf to Swedesboro, including the cut-off at Molonox shoal, which saves about three-fourths of a mile of channel. The project now contemplates a depth of 5 feet and a width of 40 feet between Springers and Swedesboro. It is recommended that this part of the project be modified so as to permit the extension of the 56932 0 -ENG 1910----81 1282 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7-foot channel to Swedesboro, and the removal of a sharp bend above the railroad bridge at the latter place. This can be done without increasing the estimated cost of the improvement. Estimate of additional funds required. Amount required for expenditure in fiscal,year ending June 30, 1912, for maintenance of improvement-------------------------------- a $5, 000 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. APPROPRIATIONS. Previous project, amount as per House Document 421, Fifty-seventh Congress, second session --------------------------------------- $3, 000 Present project: Act June 13, 1902----------------------------- -------- $15, 000 Act March 3, 1905------------------------------- --- 15, 000 Act March 2, 1907------------------------------------- 15, 000 Act June 25, 1910 ------------------------------------- 12, 500 57, 500 60, 500 Received from sale of property------------------------------------- 100 Total----- -------------------------------------------------- 60, 600 CONTRACT IN FORCE. With The Rickards Dredging Company, of Philadelphia, Pa., dated April 21, 1909, and approved by the Chief of Engineers May 3, 1909, for dredging, at 11.8 cents per cubic yard, place measurement, for the specified depth, and 5.9 cents per cubic yard for overdepth up to 1 foot and side slopes of one on one; the work to be commenced within thirty days after date of notification of approval of contract by Chief of Engineers, which was given on May 6, 1909, and to be completed within six months after starting work. Time limit waived by au- thority of the Chief of Engineers dated November 12, 1909. Work commenced May 13 and completed November 29, 1909. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Coal, railroad ties, fertilizers, etc....... ..... ........... .... ......... . 11, 200 $366, 450 Agricultural products, etc..... ................................. 2, 037 28, 350 General merchandise....... .................................... 40, 000 150,000 Total............. ........... ................... ... ..... ......... 53,237 544,800 Shipments: Fish and agricultural products, etc.................................... 4, 060 153, 950 General merchandise............................ ........... 810 21,000 Total.................................................................................................... 4,870 174,950 Total receipts and shipments............................................ 58,107 719,750 * Exclusive of the balance unexpended July 1, 1910. APPENDIX I-REPORT OF MAJOR RAYMOND. 1283 Vessels sailing and trading in Raccoon Creek, New Jersey. Class. Number. Aggregate tonnage. Draft. Remarks. Feet. Steamer..................................... ... 1 100 4 Daily. Barges................................................. 12 2, 400 5-7 Irregularly. Steam barges....................................... 2 100 5 Do. Tugs...................... .................... .. 4 ............ 6 Do. Total........... ............................. 19 2,600 The foregoing statistics were furnished by Mr. Lewis M. Shoch, Swedesboro, N.J. I 4. IMPROVEMENT OF OLDMANS CREEK, NEW JERSEY. This is a new project adopted by the river and harbor act of June 25, 1910. No work done. APPROPRIATION. Present project, act of June 25, 1910____________ ______$45, ---- 000 I 5. IMPROVEMENT OF SALEM RIVER, NEW JERSEY. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 230. No work was done on the improvement during the past fiscal year. No contract in force. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement_ _---__ _-- ________________ $4, 000 For maintenance of improvement____________________________ 6, 600 a 10, 600 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 Exclusive of the balance unexpended July 1, 1910. 1284 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. Previous project, amount as per House Document 421, Fifty-seventh Congress, second session ---------------------------------- a $18, 700 Present project: Act March 2, 1907------------------------------- $29, 000 Act March 3, 1909, allotment January 28, 1910---------- 5, 000 .. Act June 25, 1910------- ------------------------- 12, 000 46, 000 64, 700 Received from sale of property------------------------------------ 100 Total------------- ---------------------------------- 64, 800 COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Fire clay, coal, sand, iron, etc..................... ............................. 14,000 $319,250 Bricks, lumber, fertilizers, etc....... ..................................... 23,160 387,800 Agricultural products, etc................... .................................. 11,187 448,175 General merchandise .................. ....................................... 28,450 584,500 Total ........................................................................-- 76,797 1,739,725 Shipments: Hides, fish, etc. ... ................. ................................. 700 81,200 Canned goods, flour, meal, etc.... ...... ..................... ..... 22,500 1,304, 875 Agricultural products, etc........... ..................................... 22,407 363,950 General merchandise .................................................... ........ 26,800 2,524,000 Total................... ............... ................ 72,407 4,274,025 Total receipts and shipments. ........ ...... ..................... 149,204 6,013, 750 Vessels sailing and trading in Salem River, New Jersey. Class. Number. Aggregate tonnage. Draft. Remarks. Feet. Steamer......... ................ ........... . 1 195 9 2 trips per week. 1 355 6 Daily. Total.................... ............. 2 550 In addition to the two steamers given above, there are about 10 schooners and 8 barges traveling back and forth between Salem and different points, as well as about 10 gasoline boats, of from 30 to 50 tons' capacity, plying on the stream continually. Sixteen gasoline boats, 20 to 30 feet long, 4 feet draft, were built during the year. The foregoing statistics were furnished by Mr. J. K. Waddington, of Salem, N. J. a Of this amount, $1,490.66 was carried to surplus fund. APPENDIX I--REPORT OF MAJOR RAYMOND. 1285' I 6. IMPROVEMENT OF ALLOWAY CREEK, NEW JERSEY. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 232. Under date of October 28, 1909, the Chief of Engineers allotted the sum of $5,000 from the appropriation made by the river and harbor act of March 3, 1909, for preservation and maintenance of river and harbor works, to be applied to the maintenance of the improvement, and on the same date approved a project for the expenditure of the available funds. After due advertisement, pro- posals were opened on December 13, 1909, and contract dated Decem- ber 24, 1909, and approved January 15, 1910, made with The Rickards Dredging Company, of Philadelphia, Pa., for dredging, at 12 cents per cubic yard, place measurement, for the prescribed dimensions and half that price for overdepth made not exceeding 1 foot, the work to be commenced within thirty days after notification of approval of the contract by the Chief of Engineers, which was given January 18, 1910, and to be completed within three months after starting work. Under authority of the Chief of Engineers dated March 8, 1910, the time limit for commencement of work was waived owing to severe weather conditions during the winter. Work under the contract was begun on April 5 and continued to the end of the fiscal year, when it was still in progress. The channel was dredged at various points in the river from the mouth for a distance of about 8J miles, or to within 1 mile of Quinton. The depth made was 6 feet at mean low water, the width 75 feet to Upper Hancocks Bridge and 60 feet above. The quantity of material removed is 24,699 cubic yards, measured in place, and consisted of mud, sand, gravel, and clay. This was thrown over upon adjacent banks above the high- water line. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement---------------------------- a $5, 000 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. APPROPRIATIONS. Present project: September 19, 1890 ------------------------ -------- ----- $6, 000 July 13, 1892----------------- ------------- 3, 000 August 18, 1894 ----------- ---- --------------- 3, 000 June 3, 1896-------------------------------------------------- 3, 000 March 3, 1899 -------------------------------- ---------- 3, 000 June 13, 1902--------------- -------------------------- 3, 000 March 3, 1905 ---------------------------------------- 3, 000 March 2, 1907 -------------------- --------- --------- 5, 000 March 3, 1909 (allotment Oct. 28, 1909) ----------------------- 5, 000 June 25, 1910 ... --------- ------------- --- --- 3, 500 37, 500 Received from sale of property -------------------------------- 100 Total ----------------------------------------- 37, 600 * Exclusive of the balance unexpended July 1, 1910. 1286 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACT IN FORCE. With The Rickards Dredging Company, of Philadelphia, Pa., dated December 24, 1909, and approved January 15, 1910, for dredging, at 12j cents per cubic yard, place measurement, for the specification dimensions, and one-half that price for overdepth made, not exceeding 1 foot, the work to be commenced within thirty days after notification of approval of contract, which was given January 18, 1910, and to be completed within three months after starting work. Time limit for commencement waived by authority of the Chief of Engineers, dated March 8, 1910. Work commenced April 5, 1910, and at the close of the fiscal year was still in progress. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Coal, raw bone, tin plate, lumber, etc................................... .. 5,815 $131, 500 Miscellaneous merchandise.......................................... 1,000 50,000 " Total ................................ ...................... ........ . 6,815 181,500 Shipments: Canned goods ........................ .... .................... 8,750 375,000 Potatoes........................... ............... ............. 1,500 35,000 General merchandise ............................................... 500 20, 000 Total .................................................................... 10,_750 430,000 Total receipts and shipments ........................................ 17, 565 611,500 The manufacture of glassware has heretofore been an important item. The factory was not in operation the past year. Vessels sailing and trading in Alloway Creek, New Jersey. Class. Number. Aggregate tonnage. Draft. Remarks. Feet. Steamer........................... ...................... 1 100 8 Triweekly. 1 75 6 Occasionally. Schooner ............ .................... 1 100 7 Monthly. 1 150 7j Do. Barge.............................. ........... ........ .. 1 250 6 Occasionally. Gasoline barge ......................................... 1 25 6 Daily. Total..................... ....................... 700 The foregoing statistics were furnished by Mr. William Plummer, of the Quinton Glass Company, Quinton, N. J. I7. IMPROVEMENT OF COHANSEY RIVER, NEW JERSEY. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 233. No work done on the improvement during the past fiscal year. No contract in force. It was impracticable to procure commercial statistics. APPENDIX I-REPORT OF MAJOR RAYMOND. 1287 Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement____________---------------------------- a $5, 000 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. APPROPRIATIONS. Previous project, amount as per House Document 421, Fifty-seventh Congress, second session------ --------------------------- $36, 000 Present project: Act March 2, 1907 - - ------------- $55, 800 Act March 3, 1909, allotment December 1, 1909----------- 6, 000 61, 800 97, 800 Received from sale of property_------------------------------ 100 Total ------------------- ------------------------------------ 97, 900 SIMPROVEMENT OF MAURICE RIVER, NEW JERSEY. Thiis is'a new project, for which provision is made by the river and harbor act of June 25, 1910. No operations. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement-------------------------------- a $10, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. Previous project, amount as per House Document 421, Fifty-seventh Congress, second session------- ------------------- -- _.--$43, 000 Present project, act June 25, 1910----- ----------------------- 25, 000 Total ------------------------------------- ----- 68, 000 I 9. IMPROVEMENT OF TOMS RIVER, NEW JERSEY. This is a new project, for which provision is made in the river and harbor act of June 25, 1910. No work done. a Exclusive of the balance unexpended July 1, 1910. 1288 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATION. Present project, act June 25, 1910--------------------------------- $10, 050 I Io. IMPROVEMENT OF DOUBLE CREEK, NEW JERSEY. This is a new project adopted by the river and harbor act of June 25, 1910, in which the appropriation made is for completion of the project. No wrk done. APPROPRIATION. Present project, act June 25, 1910---------___ __----------- __------- . $7,800 I II. IMPROVEMENT OF TUCKERTON CREEK, NEW JERSEY. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 236. At the close of the fiscal year 1909 proposals for dredging had been advertised for, to be opened July 8, 1909. Under these proposals contract dated July 21 and approved August 5, 1909, was entered into with the lowest bidder, the Pennsylvania Dredging Company, of Camden, N. J., at 25 cents per cubic yard, place measurement, the work to be commenced within thirty days after date of notification of approval of the contract, which was given August 7, 1909, and to be completed within five months after said notification. Upon repre- sentations by the contractor that he had been unavoidably delayed on other work the time limit for completing the contract was waived by authority of the Chief of Engineers dated December 3, 1909. Work was begun on April 19, 1910, and continued to the close of the fiscal year when it was still in progress. The channel was dredged from the head of Marchelder channel toward the mouth of Tuckerton Creek for a length of 2,125 feet, the depth made being 6 feet at mean low water and the width 80 feet. The quantity of material removed was 23,196 cubic yards, measured in place, and consisted of sand and mud. It was scowed away and dumped at the head of Story Island channel, distant about 3 miles, as the scows have to go, from the mouth of the creek. It would greatly improve this stream if the 6-foot channel could be extended to the milldam at Tuckerton. The project now provides for a depth of 5 feet above West Tuckerton Landing and a 3-foot depth from just above Scow Landing to the milldam at Tuckerton, *Exclusive of the balance unexpended July 1, 1910. APPENDIX I--REPORT OF MAJOR RAYMOND. 1289 which depths are insufficient for the increased and increasing de- mands of transportation in this section of the creek. This modifica- tion of the project will not increase the approved estimate for the improvement of Tuckerton Creek. Estimate of additional funds required. Amount required for expenditurein fiscal year ending June 30, 1912: For works of improvement-----------_-------------_ $19, 380 For maintenance of improvement --------------- ____ 4, 000 a 23, 380 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. APPROPRIATIONS. Present project: June 13, 1902--------------------------- ------------------ $12, 000 March 3, 1905------------------------- ------ -- ------------ 12, 000 March 2, 1907-- ------- -- 12, 000 March 3, 1909 (allotment March 13, 1909) ------------------------ 2, 000 June 25, 1910---------------------------------------- 12, 000 Total------------------------------------ ----------------- 50, 000 CONTRACT IN FORCE. With the Pennsylvania Dredging Company, of Camden, N. J., dated July 21 and approved August 5, 1909, for dredging at 25 cents per cubic yard, place measurement, the work to be commenced within thirty days after notification of approval of the contract, which was given August 7, 1909, and to be com- pleted within five months after said notification. Time limit waived by author- ity of the Chief of Engineers dated December 3, 1909. Work commenced April 19, 1910, and in progress June 30, 1910. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Oysters, clams, and fish................ ........................... 25,100 $1, 210,000 Fertilizers ........ .......................................... ... 400 12,000 Hay....................................................................... 200 1,000 Total............................... .... ........................... 25,700 1, 223,000 Shipments: Coal, wood, lumber, etc ................. .... ............................. 209 1,898 Agricultural products and miscellaneous supplies........................... 1,300 128,000 Total.................. ........................................ ... 1,509 129, 898 Total receipts and shipments. ..... ....... ................................ 27, 209 1,352,898 I I SExclusive of the balance unexpended July 1, 1910. 1290 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Vessels sailing anad trading in Tuckerton Creek, New Jersey. Class. Number. Aggregate Draft. Remarks. tonnage. Feet. Schooners ........................... .. 6 240 4 Sloops...................................... 12 240 3 Catboats................................... 100 400 2 In oyster and general mer- Garveys.................................... 4 475 4 1,900 2 se trade, etc. chandisetrade, n Trips etc. Trips Gunning and clam boats ................... 160 320 1 not regular. Power boats............... ............. 150 1,500 2J-4 903 4, 600 Power boats of a total of 700 tons, and sailing vessels of 650 total tonnage, repaired during the year. The foregoing statistics were furnished by Mr. Benjamin H. Crosby, Tucker- ton, N. J. I 12. IMPROVEMENT OF COLD SPRING INLET, NEW JERSEY. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 238. During the past fiscal year, the following work was done: In the pile, brush, and stone wing of the west jetty 31 linear feet was completed, making the total of 297 linear feet. The pile, brush, and stone portion of the west jetty, 2,000 linear feet, was completed. In the west stone jetty about 46,557 tons of stone was deposited from station 2000, the end of the pile jetty, to the sea end, station 4410, making a total of 70,239 tons, and the finished top and slopes were placed over a length of about 250 feet at the sea end. The pile, brush, and stone wing of the east jetty, 750 linear feet, was completed. In the east stone jetty about 77,564 tons of stone was placed from station 262, the end of the wing, to station 510, and from station 2900 to the sea end, station 4810, making a total of about 128,962 tons, and the finished top and slopes were placed over a length of about 700 feet at the sea end. From station 510 to station 2900, over shoals bare at low water, no stone has been deposited. In all, about 199,201 tons of stone has been placed in the stone jetties out of a total on the contract of 285,000 short tons. Under supplemental contract with The Breakwater Company, dated March 26, 1910, approved by the Assistant Secretary of War April 16, 1910, about 344 tons of stone was furnished and deposited in place in the pile, brush, and stone portion of the west jetty, already ac- cepted, where the stone filling had settled. Under provisions of the contract for the jetties about 1,520 tons of riprap stone was deposited along both sides of the pile, brush, and stone portion of the west jetty, including about 46 tons placed for refilling where the stone had settled in the jetty. Accompanying drawing shows progress on jetty construction. The funds available and future appropriations are to be applied to dredging a channel 25 feet deep between the jetties and in exten- sion and widening of the jetties. As the dredging can be more economically done, both in original work and in maintenance there- 42. 02 -P - . i / MPROVN G CO LD SPRI/NG /NLET "" NEI' c/ERSC0Y PLA/V AND PROF/LE" 3MStOJ/NG Jc/ET Y CoNST/77 ocr /ON air To c/C/C/VE Jo, /9/0. !I ****., 0.0' ***.........- -- Io ..- ** S1 1 O 0 +rrwrr ira"l aa0,0 .\ r ' ~(0 lea " -.. .-- ---- . . , - _ . ... I,f I iimill ,ini in tero O' -2o. - mlI IM -- e 3o, // skort w BJ it Ma o . ie / /Vote; C onsruction p~ior to c/u/y' , /909 sahon C ois frut t ion for ficao/ er en d/ni c/un Eng 61 3 APPENDIX I---REPORT OF MAJOR RAYMOND. :1291 after, with a dredge owned by the Government, a part of the appro- priations should be applied toward its purchase. This dredge will also be available when required for economical work at other places in the district. APPROPRIATIONS. River and harbor act approved March 2, 1907 $311, 000 Sundry civil act approved May 27, 1908------------------------236, 200 Sundry civil act approved March 4, 1909------------------------284, 000 Total ---------------------------------------------- 831,200 Contributed by Cape May Real Estate Company- ----------------- 100, 000 Total-------- ___------------------------------------ 931, 200 CONTRACTS IN FORCE. With Breakwater Construction and Engineering Company, of New York, dated January 18, and approved March 3, 1908, for jetty construction at Cold Spring Inlet, New Jersey, the Breakwater Company legal assignee and suc- cessor, viz: Two hundred and eighty-five thousand tons stone, delivered in place in the stone jetties, at $2 per ton of 2,000 pounds. Construction of 2,000 linear feet (including all material and labor) of pile, brush, and stone jetty, at $16 per linear foot. Construction of 1,050 linear feet (including all material and labor) of pile, brush, and stone wings, at $12 per linear foot. The work to be commenced within sixty days after date of notification of approval, which was given April 20, 1908, and completed within two years and two months after such notification. Time limit waived for a reasonable period by authority of the Chief of Engineers, dated June 14, 1910. Supplementary articles of agreement with the Breakwater Company, dated March 23, 1909, approved by the Chief of Engineers May 12 and by the Acting Secretary of War May 13, 1909, for omission of lower wale from pile, brush, and stone jetty, and replacing a quantity of stone by brush, the Breakwater Com- pany, in consideration thereof, to allow the United States a rebate of $1,170 for the omission of the wale and $1.75 from the contract price for each cubic yard of stone replaced by brush. Lease dated November 1, 1909, with E. H. Godshalk, of Philadelphia, Pa., for hire of boathouse on Devils reach, near Cape Island Creek, Cape May, N. J., from November 1, 1909, to May 31, 1910, at $25 for the term. Supplementary articles of agreement, dated March 26, 1910, made with the Breakwater Company, of Ohio, for furnishing and placing 450 additional tons of stone, of 2,000 pounds each, at $3.85 per ton, the delivery to be made as required and within the time fixed in the contract of the Breakwater Construc- tion and Engineering Company, dated January 18, 1908. Lease dated June 16, 1910, made with Henry S. Rutherford, of Cape May, N. J., for hire of boathouse on Landing Creek, at Schellengers Landing, Cape May, N. J., from July 1, 1910, to June 30, 1911, at $48 per annum. I 13. IMPROVEMENT OF WILMINGTON HARBOR, DELAWARE. For the history of this improvement, see Annual Report of the Chief of Engineers for 1910, Part 1, page 240. At the close of the fiscal year 1909, work was in progress under a contract made with the American Dredging Company, under which work had been begun on June 11, 1909. This was continued to the end 1292 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of August, as the contract required the dredging to be done in two periods. During this first period the channel was dredged at sev- eral points from the Delaware River upstream to the lower side of the Harlan & Hollingsworth Corporation's dry dock, 18 feet deep at mean low water to the Third Street Bridge and 17 feet deep above. The dredging during the second period began on March 29, 1910, and continued to May 28, when it was completed, the channel having been dredged from a point just below the inner end of the jetty on the north side of the mouth of the Christiana River for a length of 2,250 feet upstream to just below Lobdell's Canal; a length of 1,560 feet to cut-off bridge No. 3, and from abreast of the McCullough Iron Company to the Market Street Bridge, a distance of about 4,700 feet. The width and depth made were 150 feet and 19 feet, respec- tively, at mean low water, the depth including 1 foot overdepth made and allowed under the contract. The quantity of material removed in the first period was 112,911 cubic yards, measured in place, and was deposited mainly on the Cherry Island Marsh, some being placed behind banks adjacent to the work, above the high water line; and the quantity removed in the second period was 115,391 cubic yards, of which 460 cubic yards was lost overboard en route to the dump, leaving 114,931 cubic yards re- deposited and paid for. This was scowed away to a pocket at Eagle Point, N. J., and thence pumped ashore behind banks. The material consisted mainly of sand and mud, with some gravel and gas tar in the upper river. The result of the operations was a channel 19 feet deep at mean low water and about 150 feet wide from the entrance at the mouth of the Christiana River to the Market Street Bridge. Outside of the entrance there was a minimum depth of 17j feet at mean low water to that depth in the Delaware River. In explanation of the estimate submitted, I wish to state that dur- ing the fourteen years from 1896, when the present project was adopted, to 1909, the average expenditures have been over $74,500 per year, but the methods of work forced, by lack of funds, to be employed, have been insufficient and unsatisfactory; so that, although the full project depth of 21 feet was secured in 1901, this depth has never obtained since that year, and at the present time the available depth is not over 17 feet, and not so great for the project width. It is manifestly but little benefit to the harbor to dredge to a depth of 21 feet unless this depth shall be continuously maintained. Dredging records of this office indicate that the annual shoaling since the 21-foot channel was completed has amounted to 330,750 cubic yards. If the channel had been maintained at 21 feet, this amount would have been greater, due to decreased currents and greater quantity of silt-bearing water contained by the channel. It is estimated that the total shoaling would have been at least 400,000 cubic yards, which, at the present contract price (18.5 cents), would cost $74,000 to remove. This is very closely the average annual cost since the project was adopted. If, therefore, present methods are to be continued, annual appropriations of $74,000 must be provided; and failure to provide funds for any year will at once result in serious interference with commerce and eventual increase in the cost of restoration and maintenance. This has been abundantly proved by past experience. Attention is invited to the remarks of Major APPENDIX I--REPORT OF MAJOR RAYMOND. 1293 Flagler in his report, page 1161, Annual Report of Chief of Engi- neers for 1908, in which recommendation is made that the work be done by a government-owned dredge of a modern type. In my opinion, this is the only method which will provide and continuously maintain an adequate channel. Not only is the cost amply justified by the present commerce of the port, which is cer- tain to be augmented by such provision for a permanent channel, but the actual average annual cost, including first cost of dredge, will be 35 per cent less than by the present insufficient methods. Such a dredge will cost about $175,000 and can be operated for about $30,000 per year. An additional $5,000 per year will cover repairs, con- tingencies, and supervision. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: Repairing jetty---------------------------------------- $5, 000 For maintenance of improvement, dredging------------------- 137, 000 Purchase of 6redging plant ......------------------------------- 175, 000 a 317, 000 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. APPROPRIATIONS. Previous projects, amount as per House Document 421, Fifty- seventh Congress, second session------------------------- $384, 606. 00 Present project: June 3, 1896------------------- ------- ----- $20, 000 July 1, 1898 ------------------------------------ 205, 846 March 3, 1899 ---------------------------- 45, 000 June 6, 1900------------------------------------ 200, 000 June 13, 1902----------------------------------- 50, 000 March 3, 1905 " 25, 000 __---------------- March 3, 1905 (allotment Nov. 28, 1906)------------ 250 March 2, 1907 -------------------------------75, 000 March 2, 1907 (allotment Dec. 30, 1907) ----------- 600 March 2, 1907 (allotment June 12, 1908)------------ 650 March 3, 1909 (allotment Apr. 2, 1909)---------- 40, 000 June 25, 1910----------------- ------------- 100, 000 762, 346. 00 1, 146, 952.00 Received from sales of river and harbor property--------------- 667. 26 Total---------------------------------------- -- 1, 147, 619. 26 Returned to the Treasury---------------------------------- 2, 474. 19 Returned to credit of appropriation for emergencies------------- 749. 31 CONTRACT IN FORCE. With American Dredging Company, of Philadelphia, Pa., dated May 11, and approved by the Chief of Engineers May 26, 1909, for dredging, at 181 cents per cubic yard, place measurement, overdepth not to exceed 1 foot, half price, the work to be commenced within thirty days after notification of approval of contract, which was given May 28, 1909, work to be continued with funds available, until June 30, 1910, or until funds exhausted. Contract completed May 28, 1910. a Eyclusive of the balance unexpended July 1, 1910. 1294 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. The tonnage and value of the leading articles shipped to and from the port of Wilmington by water during the calendar year ending December 31, 1909, are as follows: Commercial statistics of the city of Wilmington, Del., for the calendar year 1909. Articles. Quantity. Value. DOMESTIC COMMERCE.a Receipts: , Short tons. Hides ship timber, clay, coal, etc........ ..... .............. ... 394,995 $26,297,758 Chemicals, building materials, canned goods, etc .................. ....... 12,319 687, 643 Agricultural products .. ........................................ 213,995 6, 069, 211 Miscellaneous, not included above 57, 438 ... -.......................... 2,187,190 Total receipts .............. ......... ......... ................... 678,747 35,241,802 Shipments: Coal, quarry stone clay, etc-..... ................................. 42,853 441,622 Manufactured products, leather, chemicals, iron supplies, machinery, etc.. 38, 339 19, 468, 815 Agricultural products............................................... 655 167, 756 Miscellaneous, not included above.............................. 44, 853 8, 970, 780 Total shipments.................................. 126,700 29,048,973 Total receipts and shipments, domestic ........................... 805, 447 64, 290, 775 FOREIGN COMMERCE.b Imports: Nitrate of soda.... ........................... ..... . 8, 336 416, 800 Scrap iron...... ............................................ 462 (c) Flint stones.................................................. ....... 1,000 (e) Total............... ....................................... 9,798 416,800 Total receipts and shipments, domestic and foreign ....................... 815,245 64, 707,575 a Furnished by the Wilmington Board of Trade. bFurnished by the United States collector of customs, Wilmington, Del. * Not reported. Vessels sailing and trading in Wilmington Harbor. [Furnished by the Wilmington Board of Trade.] Registered Class. Name. tonnage Draft. Trips. each. Feet. Schooners................ Various........................ 50 6 1 daily. Do......................... 350 18-20 1 per month. Naphtha launches or barges.....do ....................... 15 5 15 per day. 10 harbor tugs.................. do...................... 12-95 5-10 10 daily. 150 barges for shipments of ..... do....... .......... 500-1,500 12-15 1 daily. pulp wood. 1 steamer ................ Ulrica....................... 205 7 Daily. Do...................... Brandywine.................. 407 8 Do............... .... City of Chester................ 611 9 25,027 round trips Do..................... City of Philadelphia..._...... . 749 10) per year. Do...................... City of Wilmington .......... 749 10) Excursion steamers (2,800,000 Various.......... .................. 8-18 1 per month. passengers per year). Barges, miscellaneous..........do ..................... 100-500 6-12 5 per month. 10 railroad barges........ I.....do........................ 100-500 7-10 10 daily. 10 sand barges .......... .... do....................... 450 76-8 40 annually. Towing steamer........ . Meteor........ ......... 95 7 310 annually. Freight steamer............. West River ................... 124 7 225 annually. Barge.... .................. Alice.......................... 300 6 155 annually. Do...................... Christiana.................... 300 6 Do. Do.................... .. Seven........................ 250 6 Do. Do..................... Nine......................... 250 6 Do. Dredges...................... Various....................... 250 10 1 per month. APPENDIX I-REPORT OF MAJOR .RAYMOND. 1295 In addition to the above, not less than 20 foreign vessels entered and cleared at Wilmington, the tonnage varying from 4,168 tons downward. No record was kept of the draft. In addition to the foregoing, there is invested in freight and passenger lines, domestic, doing business in the harbor of Wilmington approximately $2,000,000. These lines carry freight valued at approximately $66,000,000 annually and about 1,000,000 passengers. There is invested in manufacturing and mercantile interests on the Chris- tiana River, all dependent upon the river's navigation facilities, fully $33,000,000. This is exclusive of the investments on the Brandywine, tributary to the Christiana, and which would amount to not less than $1,000,000. Vessels built. Class. Wood. Steel. Tonnage. Stem lighter ............................................................................ 1 ........ 182 Towboat............................................ .................. 1 ...... 72 Dumping scow .............................................. ....................... 1 ........ 900 Lighters .............................................................. 6 3,600 Carfloats............................4 ........ 2,200 Ferry boats........ ............ . ............. ........................... 2 997 Mine planter ........................ .......................... ...... ....... 1 1,000 Steam yachts................ .......................................... 2 570 Tug boats ...... ......................................................... ........ . 2 700 Motor yachts ....... .................................................. ...... . .2 219 Steamships................................................................... ...... 2 5,637 Carfloats .................. ........................................... 2 1,704 Total..................................................... 13 13 17,781 Vessels repaired. Class. Number. Tonnage. Steamers............................................................. 13,950 Sailing vessels........... ............... ......................................... 90 Steamers................ .............. .................................... 48 39,504 Sailing vessels. ........ ...................... ................................... 10 12,570 Total tonnage .................................................. ....... 66,114 VESSELS UNDER CONSTRUCTION. Two steamboats, 749.71 tons each; 1 steamship, 3,350 tons; 3 lighters, 1,800 tons; 2 car floats, 850 tons each; hull for dredging machine, 570 tons. The foregoing statistics were furnished by the Harlan & Hollirigsworth Cor- poration, The Pusey & Jones Company, and the American Car and Foundry Company. It is shown in these reports that, owing to general depression in business, the construction and repair work for the year represents but a small part of their normal output, and, owing to lack of sufficient depth and width of channel in the Christiana River, they have been prevented from bidding on both new and repair work, which, had the condition of the river been better, they might have gotten. I I4. IMPROVEMENT OF APPOQUINIMINK, MURDERKILL, AND MISPILLION RIVERS, DELAWARE. (A) APPOQUINIMINK RIVER. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 243. For the expenditure of part of the $5,000 allotted by the Chief of Engineers under date of June 29, 1909, to be applied to the main- 1296 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tenance of Appoquinimink River, proposals were opened on July 21, and emergency contract dated July 24, 1909, entered into with the Pennsylvania Dredging Company, of Camden, N. J., the lowest bid- der, at 12 cents per cubic yard, place measurement, and half that price for overdepth made, not exceeding 1 foot, the work to be com- menced within ten days after the date of the contract and completed three months after said date. Work under the contract was begun on August 2 and carried on to September 14, 1909, when it was com- pleted. During this period the channel was dredged downstream for a distance of 33,000 feet from Odessa to a depth of not less than 7 feet at mean low water and a width of not less than 50 feet. The quantity of material removed was 26,311 cubic yards, measured in place, and consisted of blue mud, sand, gravel, and vegetable matter. This was deposited upon the adjacent banks above the high-water line. For dredging with the remaining funds proposals were opened on March 18, 1910, and were, by authority of the Chief of Engineers, rejected as excessive. After further advertisement for new proposals contract dated June 4 and approved June 16, 1910, was entered into with The Rickards Dredging Company, of Philadelphia, Pa., the low- est bidder, at 12.8 cents per cubic yard, place measurement, the work to be commenced within thirty days after notification of approval of the contract by the Chief of Engineers and to be completed within four months after the notification. This was given June 21, 1910. Attention is invited to the need of additional depth over the bar at the mouth. The project provides for an 8-foot depth in the river, and that depth should, it is believed, extend out to the correspond- ing depth in Delaware Bay, the additional cost of which would be about $14,300. It is proposed to expend the funds recommended below in dredg- ing in continuation of the project and for maintenance of the im- provement to keep it available for navigation, making the depth across the flats at the mouth 8 feet at mean low water, if authorized. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement-------------------------------- $2, 000 For maintenance of improvement------------------------- ---- 3, 000 a 5, 000 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. APPROPRIATIONS. Present project: September 19, 1890 ------------------------------------ $5,000.00 July 13, 1892--------------------- ------ 5, 000. 00 August 18, 1894__--------------------- 5, 000. 00 June 3, 1896-------------- ----------- 5, 000. 00 March 3, 1899---------------------------- 5, 000. 00 June 13, 1902 (allotment July 30, 1902) -- 3, 000. 00 June 13, 1902 (allotment June 23, 1904) --- 4, 000. 00 March 3, 1905 (allotment Apr. 18, 1905) 5, 500. 00 March 3, 1905 (allotment Mar. 20, 1907) 100. 00 a Exclusive of the balance unexpended July 1, 1910. APPENDIX I--REPORT OF MAJOR RAYMOND. 1297 Present project--Continued. March 2, 1907 (allotment Mar. 20, 1907)-------------------- $5, 000, 00 March 3, 1909 (allotment June 29, 1909) -------------- 5, 000. 00 June 25, 1910 (allotment) --------------- ---------------- 6, 000.00 53, 600. 00 Received from sales of property----------------------- --------- 150. 00 Total--- ----------------- ----------------------- 53, 750. 00 Returned to Treasury------------------------------- ------ 3. 09 CONTRACTS IN FORCE. Emergency contract dated July 24, 1909, with the Pennsylvania Dredging Company, of Camden, N. J., for dredging at 12 cents per cubic yard, place meas- urement, and half price for overdepth made, not exceeding 1 foot, the work to be commenced within ten days after date of contract and completed three months after that date. Work commenced August 2 and completed September 14, 1909. Contract dated June 4 and approved June 16, 1910, with The Rickards Dredg- ing Company, of Philadelphia, Pa., for dredging at 12.8 cents per cubic yard, place measurement, the work, in conjunction with dredging on the Mispillion River, to be commenced within thirty days after notification of approval of contract by the Chief of Engineers, which was given June 21, and to be com- pleted within four months after said notification. At the close of the fiscal year work had not been commenced. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Coal....---------.-------------------------------------------------- 2,100 $12,600 Fertilizers ..... ... .... . .............................. ........... 6, 500 97,500 Potatoes- -... -- ................................ ............... 275 11,000 General merchandise ....................................................... 6, 400 640, 000 Total .......................................................... 15,275 761,100 Shipments: Canned goods. ................... ....................... .............. 1,850 116,550 Agricultural products-butter, eggs, fruit, grain, cattle, poultry, etc........ .. 10,950 777,500 Fish................... .................................................. 275 41,250 General merchandise................................. ................. 900 90,000 Total...................... ...... ............................. 13,975 1,025,300 Total receipts and shipments ......................................... 29, 250 1,786, 400 Vessels trading in Appoquinimink River, Delaware. Class. Number. Aggregate tonnage. Draft. Remarks. Feet. Steamer................................................. 1 199 7 Semiweekly. Do ............ ....................................... 1 185 7 Transient. Tugs....--..- ................ ..... ...----............ 2 ............ 7 Do. Gasoline boat . ...... ..... ........................... 1 125 6 Do. Do.... ...................... ............. 1 100 5 Do. Barges ................................................. 3 600 5 Do. Total......... ................................ 9 1,209 The foregoing statistics were furnished by Mr. F. B. Watkins, Odessa, Del. S56932°-ENG 1910- 82 1298 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (B) MURDERKILL RIVER. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 244. At the close of the fiscal year 1909 proposals for dredging with a part of the allotment of $7,000 made May 1, 1909, had been advertised for, to be opened on July 2, 1909. Under these proposals emergency contract dated July 10, 1909, was made with the River and Harbor Improvement Company, of Philadelphia, the lowest bidder, for dredging, at 12.9 cents per cubic yard, place measurement, for the specification dimensions and half price for overdepth, where made, not exceeding 1 foot. This work was to be done in conjunction with dredging on Smyrna and St. Jones rivers, the entire work to be completed within three months after the date of the contract. Dredg- ing on the Murderkill River began on July 12 and continued to Sep- tember 10, 1909, when it was completed. The channel was dredged to a depth of 7 feet at mean low water from the 6-foot depth in Dela- ware Bay to the mouth of the river, and thence shoals at Pine Patch Point, Godwins, Coles, Long Reach, Postles Landing, and from the steamboat landing at Frederica downstream 1,800 feet, were dredged to a depth of 7 feet at mean low water and a width of 50 feet. The depth made included 1 foot for overdepth allowed, where made, under the contract. The quantity of material removed was 32,792 cubic yards, measured in place, and consisted of mud, sand, clay, and gravel. The material dredged in the river was deposited upon the adjacent banks, and that dredged across the flats on the south side along the cut. The result of the operations was a continuous channel at least 6 feet deep at mean low water and 50 feet wide from the steamboat wharf at Frederica to the 6-foot curve in Delaware Bay. For the expenditure of the remaining funds, proposals were opened March 18, 1910, and contract dated April 4 and approved April 15, 1910, made with the River and Harbor Improvement Company, of Philadelphia, Pa., the lowest bidder, at 10.9 cents per cubic yard, place measurement. This dredging is to be done in conjunction with dredging on the St. Jones River, the entire work to be completed within four months after notification of approval of the contract by the Chief of Engineers, which was given on April 20, 1910. Work under this contract was begun on June 2, and at the close of the fiscal year was still in progress. The channel was dredged to a depth of 6 feet at mean low water from the 6-foot curve in Delaware Bay across the flats at the mouth, and up the river a length of 4 miles, and a stretch of about 1,200 feet downstream from the steamboat landing at Frederica, the width made being not less than 50 feet. 'The quantity of material removed is 23,476 cubic yards, measured in place, and consisted of sand and mud, with some gravel. That dredged across the flats was thrown over on the south side along the cut and that dredged in the river was deposited upon the adjacent banks above the high-water line. In redredging the channel at the mouth it has heretofore been found advisable, in the absence of a jetty, to throw the dredged material over along the side of the cut. This operation has been repeated almost yearly since the work was begun, when funds were available, at considerable cost for maintenance. The protecting bank APPENDIX I--REPORT OF MAJOR RAYMOND. 1299 thus made of dredged material has remained long enough each time to indicate that a jetty on the south side of the cut across the flats, extending from the shore out to or within a reasonable distance from the 7-foot curve of depth in Delaware Bay, would maintain that depth. The cost of such a jetty is estimated at $66,000, and modifica- tion of the project to permit the construction is urged as a measure of economy. Also, that a cut-off be made in the river just below Bar- ren Island. This would eliminate a series of sharp curves, shorten the distance, and lessen the amount of dredging by about 5,000 cubic yards. There are no landings or other interests to suffer by the cut- off. The land needed is to be donated to the United States before the work is commenced. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ___________________ _______ a $5, 000 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. APPROPRIATIONS. Present project : July 13,' 1892--------------------------------------------- $7, 000. 00 August 18, 1894 ------------------------------------ b 6, 500. 00 June 3, 1896----------------------------------------------- 6, 500. 00 March 3, 1899------------------------------------------------ 5, 000. 00 June 13, 1902 (allotment July 30, 1902) 2, 000. 00 April 28, 1904 (allotment June 16, 1904) 5, 500. 00 March 3, 1905 (allotment Apr. 18, 1905) ----------------------- 5, 500. 00 March 3, 1905 (allotment Apr. 3, 1906) ------------------------ 3, 860. 00 March 2, 1907 (allotment Mar. 20, 1907) ---------------------- 8, 000. 00 March 2, 1907 (allotment Apr. 18, 1908) ----------------------- 3, 000. 00 March 3, 1909 (allotment May 1, 1909)----_ 7, 000. 00 June 25, 1910 (allotment) ------------------------- 15, 000. 00 Total---------------------------------------------- b74, 860. 00 Expended at mouth of St. Jones River, Delaware_________________ 1, 500. 00 Returned to Treasury ----------------------------- -409.01 1, 909. 01 CONTRACTS IN FORCE. With the River and Harbor Improvement Company, of Philadelphia, Pa., dated July 10, 1909, for dredging, at 12.9 cents per cubic yard, place measure- ment, overdepth, not exceeding 1 foot, at half price, the work, in conjunction with dredging on Smyrna and St. Jones rivers, to be completed within three months after date of contract. Work began July 12 and was completed Septem- ber 10, 1909. With the River and Harbor Improvement Company, of Philadelphia, Pa., dated April 4 and approved April 15, 1910, for dredging, at 10.9 cents per cubic yard, place measurement, the work, in conjunction with dredging on St. Jones River, to be completed within four months after notification of approval of con- tract by the Chief of Engineers, which was given on April 20, 1910. Work com- menced June 2, and at close of fiscal year was in progress. a Exclusive of the balance unexpended July 1, 1910. bOf this amount $1,500 was expended in removing shoal at mouth of St. Jones River. Delaware. 1300 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM1VY. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Tons. Coal, fish, oysters, phosphate, etc................. ...................... 4,755 $33, 000 Lumber, shingles, fertilizers, etc ............ .......... .................... ...... 5,169 178,200 Agricultural products................................ .... ........ 515 36, 000 General merchandise ... ............ ........... .... .................................. 1,000 200,000 Total........................ ............ ............................. 11,439 447,200 Shipments: Canned goods, baskets, etc... ....................... ........ ..... .. ......... 3,848 145,000 Agricultural products ......... ...................................... .............. 9,780 582,500 General merchandise ... ........................................... 1,000 150, 000 Total............... ..... .. .............................. .. . 14,628 877,500 Total receipts and shipments............. ......................... 26,067 1,324, 700 VESSELS SAILING AND TRADING IN MURDERKILL RIVER, DELAWARE. There is a steamer with a tonnage of 293 and a draft of 6 feet trading in the Murderkill River, making two or three trips a week; also about 100 motor ' boats. One steamer of 293 tons and 15 small oyster and power boats repaired during the year. The foregoing statistics were furnished by Mr. J. W. Townsend, secretary Frederica and Philadelphia Navigation Company, Frederica, Del. (C) MISPILLION RIVER. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 246. The sum of $7,000 having been allotted June 15, 1909, for the main- tenance of the improvement, proposals for expenditure of part of the funds in dredging were invited and opened on July 21, and emergency contract dated July 24, 1909, entered into with the Pennsylvania Dredging Company, of Camden, N. J., the lowest bidder, at 20 cents per cubic yard, place measurement, and half price for overdepth, not exceeding 1 foot, the work, in conjunction with dredging the Appoquinimink River, to be completed within three months from the date of the contract. Work was begun on August 9 and continued to December 20, 1909, when it was completed. During this period the channel in the river was dredged from Milford to the mouth to a depth of 6 feet at mean low water, which included 1 foot for over- depth allowed, where made, under the contract, and a width of not less than 50 feet; and the channel across the flats at the mouth was dredged to a depth of not less than 4 feet and a width of not less than 150 feet from inside the mouth of the river to the 4-foot curve in Delaware Bay. The material removed consisted almost wholly of sand and mud. The quantity dredged in the river was 10,738 cubic yards, measured in place, and was deposited upon the adjacent banks above the high-water line; and the quantity dredged across the flats was 20,911 cubic yards, measured in place, and was scowed away and dumped in 7 feet of water at a point about 1i miles south of the mouth of the river upon the flats of Delaware Bay. APPENDIX I-REPORT OF MVIAJOR RAYMOND. '1301 For the expenditure of the remaining funds proposals were opened on March 18, 1910, and, as the prices offered were excessive, they were rejected. Upon a readvertisement proposals were opened May 24, and contract made with The Rickards Dredging Company, of Phila- delphia, Pa., the lowest bidder, at 15 cents per cubic yard, measured in place, the work, in conjunction with dredging on the Appoquini- mink River, to be completed within four months after notification of approval of the contract by the Chief of Engineers, which was given June 21, 1910. Under the present project the depth to be made across the flats at the mouth is only 4 feet, whereas that in the river is 6 feet. It is recommended that the depth be made uniform throughout, 6 feet. This change will not increase the estimate for completion of the project. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-------------------------------- a $5, 000 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. APPROPRIATIONS. Previous projects: Amount as per House Document 421, Fifty-seventh Con- gress, second session------------------------------ $57, 850 April 28, 1904 (allotment June 16, 1904) --------------- 1, 800 March 3, 1905- Allotment April 18, 1905--------------------------9, 000 Allotment March 24, 1906------------------------- 10, 000 b $78, 650 Present project: March 2, 1907 (allotment Mar. 20, 1907) --------------- 40, 000 March 3, 1909 (allotment June 15, 1909) ----------------- 7, 000 June 25, 1910 (allotment) ----------------------------- 39, 000 86, 000 Total ---------------------------------------------------- 164, 650 CONTRACTS IN FORCE. Emergency contract with the Pennsylvania Dredging Company, of Camden, N. J., dated July 24, 1909, for dredging, at 20 cents per cubic yard, place meas-, urement, and half price for overdepth, where made, not exceeding 1 foot, the work, in conjunction with dredging on the Appoquinimink River, to be com- pleted within three months after date of contract. Work began August 9 and was completed December 20, 1909. Contract dated June 4, 1910, with The Rickards Dredging Company, of Phila- delphia, Pa., for dredging, at 15 cents per cubic yard, place measurement, the work, in conjunction with dredging on the Appoquinimink River, to be com- menced within thirty days after notification of approval of contract by the Chief of Engineers and to be completed within four months thereafter. The notification was given June 21, 1910. a Exclusive of the balance unexpended July 1, 1910. b Returned to Treasury, $159.93; transferred to Appoquinimink River, Dela- ware, improvement, $100. 1302 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Raw bone, coal, sand, iron, etc............................... ....... 51, 090 $545, 250 Bricks, lumber, fertilizers, etc ............ .. ..... ...... ......... . 22, 750 599.750 Agricultural products, etc....................... .................... 2, 896 190, 500 Total.................... . ....... ........................... 76,736 1,335,500 Shipments: Cord wood, logs,hides, etc......... ............................. 52,080 134,750 Canned goods, flour, meal, etc..... ............................. 37, 500 1,595,000 Agriculturalproducts, etc...... ........................... ........ 21,040 1,020,250 Total............. .......................................... 110, 620 2,750,000 Total receipts and shipments .................... . .................... 187.356 4,085,500 Vessels sailing and trading in Mispillion River, Delaware. Class. Number. Aggregate tonnage. Draft. Remarks. Feet. ......................... 1 Steamer........................... 140 6 Triweekly. Do...... .......... 1 ........................................ 300 41 Irregular. Do......... ......................................... 1 150 7 Do. 6 ............................... Sailingvessels............... 610 5-7 Weekly. One wooden steamer, 1 schooner, 2 barges, and 2 tugboats, draft from 6 to 9 feet and an aggregate tonnage of 2,070, built during the year. The foregoing statistics were furnished by J. Stanley Short and W. G. Abbott, of Milford, Del. I 15. IMPROVEMENT OF ST. JONES RIVER, DELAWARE. For previous history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 248. For the expenditure of part of the allotment of $7,000 made under date of June 11, 1909, proposals for dredging were opened on July 2, and an emergency contract, dated July 10, 1909, was made with the River and Harbor Improvement Company, the lowest bidder, at ,13.9 cents per cubic yard, place measurement, and half price for overdepth made not exceeding 1 foot, the work, in conjunction with dredging on the Murderkill and Smyrna rivers, to be commenced within ten days from date of contract and to be completed within three months from said date. Work on the St. Jones River was begun on July 30 and continued to September 8, 1909, when it was completed. The channel was dredged across the flats from the 6-foot curve in Delaware Bay to the mouth of St. Jones River, a length of 4,100 feet, and from a point 200 feet above the rear range to Green Point, a length of 1,300 feet. The width made in these operations was 50 feet and the depth 7 feet at mean low water, which included 1 foot overdepth made and allowed under the contract. The quantity of material removed was 24,917 cubic yards, place measurement, and consisted of mud, sand, APPENDIX I--REPORT OF MAJOR RAYMOND. 1303 and clay. That dredged across the flats was thrown over on the south side along the dredged cut and the remainder upon the adjacent banks above the high-water line. For the expenditure of the remaining funds proposals were opened, after due advertisement, on March 18, 1910, and contract, dated April 4 and approved April 15, 1910, made with the River and Harbor Improvement Company, of Philadelphia, Pa., the lowest bidder, at 11.8 cents per cubic yard, place measurement, the work, in conjunction with dredging on the Murderkill River, to be commenced within thirty days after notification of approval of the contract by the Chief of Engineers, which was given April 20, and to be completed within four months from date of notification. Work was begun on May 17 and continued to the end of the month, when the contractor's plant was temporarily removed to the Murderkill River for work there. The channel across the flats at the mouth was dredged to a width of 40 feet and a depth of 7 feet at mean low water, which includes 1 foot overdepth made and allowed under the contract. The quantity of material removed was 11,501 cubic yards, measured in place, and consisted of sand, mud, and clay. It was thrown over along the south side of the dredged channel. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912. For works of improvement, dredging-------------_---_ $10, 000 For maintenance of improvement ------------------------- 1, 700 a 11, 700 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. APPROPRIATIONS. Previous project: Amount as per House Document 421, Fifty-seventh' Congress, second session_-------------------------- $49, 500 March 3, 1905 (allotment Feb. 9, 1906) --------------- 150 March 3, 1905 (allotment Mar. 9, 1906) --------------- 9, 500 March 2, 1907--------------------- ---------- 3, 000 March 2, 1907 (allotment Apr. 9, 1908)-------------- 3, 000 March 3, 1909 (allotment June 11, 1909)--------------7, 000 $72, 150. 00 New project, June 25, 1910-------------------------------------- 25, 000. 00 Total--------------------- 150. 00 9----------------------------- Returned to Treasury------------------------------------------ 1, 593. 50 CONTRACTS IN FORCE. Emergency contract dated July 10, 1909, with the River and Harbor Improve- ment Company, of Philadelphia, Pa., for dredging at 13.9 cents per cubic yard, place measurement, for contract dimensions, and half price for overdepth, when made, not exceeding 1 foot, the work, in conjunction with dredging on Smyrna and Murderkill rivers, to be commenced within ten. days after la toe of eo tract and to be completed within three months from said date. Work was begun July 30 and completed September 8, 1909. a Exclusive of the balance unexpended July 1, 1910. 1304 REPORT OF THE CHIEF OP ENGINEERS, U. S. ARMY. Contract dated April 4 and approved April 15, 1910, made with the River and Harbor Improvement Company, of Philadelphia, Pa., for dredging at 11.8 cents per cubic yard, place measurement, the work, in conjunction with dredging on Murderkill River, to be commenced within thirty days after notification of ap- proval of contract and to be completed within four months after notification, which was given April 20, 1910. Work commenced on May 17, 1910, and at close of the fiscal year was in progress. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Raw bone, coal, ice, tin, metal, sand, stone, phosphate-rock, etc............ 18,856 $674, 073 Canned goods, chemicals, fertilizers, lumber, iron supplies, etc............... 13, 937 496, 926 Cattle, horses, hogs, sheep, butter, fruits, etc .......... ............. 2,908 233,260 General merchandise... ....................................... 13,200 1,980, 000 Total......................... ........................... 48,901 3,384,259 Shipments: Cord wood, logs, fish, oysters, etc.................... ................. 3, 301 64, 945 Bricks, canned goods, fertilizers, lumber, machinery, etc ................ .. 13, 671 531, 650 Butter, cattle, fruit, berries, etc................ .................. ......... 44,297 1,533, 475 General merchandise................................................. 3,380 540,800 Total...... ............................................. 64,649 2,670,87. Total receipts and shipments ......... ............. ............... 113,550 6, 055, 129 Vessels sailing and trading in St. Jones Ricer, Delaware. Class. Number. tonnage. Aggregate Draft. Remarks. Feet. Ste8mer................................ 1 220 6 4 to 6 trips a week. Do................................... 11 1,180 4 to 7 Occasionally. Schooners and sloops................... -... 77 4,146 3 to 6 Do. Tugs.............................. .................. ......- 7 340 5 to 6 Do. Barges....... ................................................ 3 Frequently. Gasoline launches..... .................... 10 .......... 3 to 34 Do. Total..................................... 114 5,886 The foregoing statistics were furnished by The Dover & Philadelphia Naviga- tion Company, of Dover, Del. I 16. IMPROVEMENT OF SMYRNA RIVER, DELAWARE. For previous history, see Annual Report of the Chief of Engineers for 1910, Part 1, page 250. For the expenditure of part of the $6,500 allotted on June 9, 1909, for the maintenance of the improvement proposals for dredging were opened on July 2, 1909, and emergency contract, dated July 10, made with the River and tIarbor Improvement Company, of Phila- delphia, Pa., the lowest bidder, at 17 cents per cubic yard place APPENDIX I--REPORT OF MAJOR RAYMOND. 1305 measurement for contract dimensions, and half price for overdepth made not exceeding 1 foot, the work in conjunction with dredging on St. Jones and Murderkill rivers, Delaware, to be commenced within ten days after date of contract and completed within three months from that date. Work was begun on September 10 and continued to December 13. 1909, when it was completed. During this period the channel was dredged between Smyrna Landing and Cherry Tree reach, a distance of about 51 miles, and across the flats at the mouth, resulting in a continuous channel of not less than 50 feet wide and 6 feet deep at mean low water from Smyrna Landing to the 6-foot curve in Dela- ware Bay, a distance of about 102 miles. The quantity of material removed was 55,392 cubic yards, measured in place. This consisted mainly of mud, except in Hipped Roof House, Cave Landing, and Cherry Tree reaches, where it was compact sand and clay, very diffi- cult to handle. That dredged in the river was deposited upon the adjacent banks above the high-water line and that dredged across the flats at the mouth was thrown over along the south side of the dredged cut. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement (dredging and jetty construction) _ __ a $15, 000 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. Projects of 1878 and 1887, amount as per House Document 421, Fifty- seventh Congress, second session_____________________________ $58, 000. 00 Project of 1887: June 13, 1902 (allotment June 25, 1904)--------------- $6, 000 March 3, 1905-------------------------------------- 5, 365 March 3, 1905 (allotment April 19, 1906)-------------- 1, 600 March 2, 1907___________ _______________________ 2, 000 March 2, 1907 (allotment April 6, 1908)__ 2, 500 March 3, 1909 (allotment June 9, 1909) 6----------------, 500 23, 965. 00 Present project (1910), June 25, 1910__-----_______________________ 25, 000. 00 Total-------------------------------------------------- 106, 965. 00 Returned to credit of appropriation-------------------------------4, 157. 37 " CONTRACT IN FORCE. Emergency contract dated July 10, 1909, made with the River and Harbor Improvement Company, of Philadelphia, Pa., for dredging, at 13.9 cents per cubic yard, place measurement, for contract dimensions, and half price for over- depth made not exceeding 1 foot, the work, in conjunction with dredging St. Jones and Murderkill rivers, Delaward, to be commenced within ten days after date of contract and completed within three months after date of contract. Work was begun on September 10 and completed December 13, 1909. a Exclusive of the balance unexpended July 1, 1910. 1306 REPORT OF THE CHIEF OF ENGI.NEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Raw bone, coal pig iron, phosphate rock, etc....................... ....... 7,410 $85, 700 Canned goods, flour, fertilizers, bricks, etc.................................. 9,428 237,500 Butter, corn, wheat, oats, cattle, horses, hogs, etc..................... ... 52,293 564,540 General merchandise ..................... ......................... 1 10,000 1,000,000 Total ....................................................... 79,131 1,887,740 Shipments: Railroad ties, ship timber, etc.......................................... 76,520 209,000 Canned goods, flour, mill-work, etc........ ......................... 10,020 354,000 Fruit, grain, cattle, poultry, etc ......................................... 25,909 1,329,000 General merchandise .............. ................. 12,000 1,200,000 Total..................................................... ...... 124,449 3,092,000 Total receipts and shipment................................... ........... 203,580 4,979,740 Vessels sailing-and trading in Smyrna River, Delaware. Class. Number. Aggregate tonnage. Draft. Remarks. Feet. Steamer. ........... ................ 1 234 6 3 months triweekly; balance of year daily. Do-.............................. 1 100 6 3 months daily; balance of year irregularly. Gasoline barge...................... .... 1 200 6 Irregularly. Do................................... 1 50 5 Do. Total............................... 4 584 In addition to the foregoing there are numerous tugs with barges and floats, and a number of schooners and other sailing vessels that trade in the river, of which no record has been kept. These carry hay, wood, fish, oysters, lime, shells, etc. Steam and gasoline vessels of an aggregate of 200 tons, and sailing vessels of an aggregate of 100 tons, repaired during the year. The foregoing statistics were furnished by A. E. Jardine, secretary, Phila- delphia and Smyrna Transportation Company, Smyrna, Del. I 17. IMPROVEMENT OF LEIPSIC RIVER, DELAWARE. This is a new project, adopted by the river and harbor act of June 25, 1910, which appropriated the amount estimated for its completion. No work done. APPROPRIATION. Present project, act June 25, 1910-- --- ____ --.. $_______ _____---18, 500 APPENDIX I-REPORT OF MAJOR tAYMOND. 1307 I i8. IMPROVEMENT OF BROADKILL RIVER, DELAWARE. For the history of this improvement, see the Annual Report of the Chief of Engineers for 1910, Part 1, page 253. For the expenditure of the $3,000 allotted on June 28, 1909, for the repair of the jetty at the mouth, proposals were opened, after due advertisement, on July 27, and emergency contract, dated August 6, 1909, made with the Latta & Terry Construction Company, of Phila- delphia, Pa., the lowest bidder, for furnishing stone and placing it. in the jetty, at $3.35 per ton of 2,000 pounds, the work to be com- menced within ten days after date of contract and to be completed within six weeks from that date. Work was begun on September 5 and completed on October 1, 1909, the time limit having been waived by authority of the Chief of Engineers, dated September 15, 1909. Seven hundred and twenty-nine tons of stone from the Bellevue quarry, Delaware, was placed in the jetty, filling the structure across the old creek to the top of the piling and the balance to the top of the waling. The cost of this was $2,653.46. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement (dredging and repairing jetty) .. _ a $10, 000 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. APPROPRIATIONS. Project of March 3, 1873, amount as per House Document 421, Fifty- seventh Congress, second session___________ ---- ___________ $35, 000 Present pioject : Act approved March 2, 1907_____________________________ $33, 330 River and harbor act approved March 2, 1907, allotments- October 20, 1908 ------------------ $4, 500 December 5, 1908__ 3, 200 7, 700 Act March 3, 1909, allotment June 28, 1909 ___________ 3, 000 Act June 25, 1910_ .- ---------------- ---------- 5, 000 49, 030 84, 030 Received from sale of property________________________________ 100 Total --------------- ---- --------------- ------------ 84, 130 Returned to credit of appropriation for emergencies in river and har- bor works ------ -------------------------- 167.33 a Exclusive of the balance unexpended July 1, 1910. 1308 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACT IN FORCE. Emergency contract, dated August 6, 1909, made with the Latta & Tei'ry Com- struction Company, of Philadelphia, Pa., for furnishing and placing stone in jetty, at $3.35 per ton of 2,000 pounds, the work to be commenced within ten days after date of contract and completed within six weeks from date of con- tract. Work was commenced on September 5 and completed October 1, 1909, the time limit having been waived by authority of the Chief of Engineers, dated September 15, 1909. COMMERCIAL STATISTICS FOR CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Short tons. Raw bone, coal, stone, etc ............................................... 2,700 $17,500 Baskets, fertilizers, lumber etc.......................... ................- 2,613 93,850 General merchandise....... ............................................. 2,500 300,000 Total........... .................-....................... ......... .. 7,813 411,350 Shipments: Cord wood, logs, railroad ties, etc..................................... 7,008 175,000 Canned goods, fruits, flour, etc. .......................................... 11,725 254,500 Agricultural products, etc..... ....................................... 8,617 269,600 Total..................................... 27,350 699,100 Total receipts and shipments....................... ............... 35,163 1,110,450 Vessels sailing and trading in Broadicill River, Delaware. Class. Number. Aggregate Draft. Remarks. Feet. Steamer .................... ............................ 1 150 6 Weekly. Schooners ............................................... 2 120 6 Occasionally. Total....... ............ ....................... 3 270 Also numerous other vessels of which no record was kept. By reason of bad condition of entrance to river, trade on it has been hampered and temporarily abandoned by a number of craft. The foregoing statistics were furnished by Capt. James H. Palmer, of Milton, Del. I 9g. IMPROVEMENT OF INLAND WATERWAY FROM CHINCOTEAGUE BAY, VIRGINIA, TO DELAWARE BAY, DELAWARE. No work done. APPROPRIATIONS. Previous project: Amount as per House Document No. 421, Fifty- seventh Congress, second session ---------------------------- $193, 750.00 Act June 25, 1910 ------------------------------------------- 1, 500.00 Total - ----------------------- 195, 250. 00 APPENDIX I-REPORT OF MAJOR RAYMOND. 1309 I 20. IMPROVING WATERWAY ON THE COAST OF VIRGINIA. This is a new project. No work done. APPROPRIATION. Present project, act June 25, 1910______________________________ $12, 100 I 21. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. Wreck of schooner William D. Rambo, lying sunk in Broadkill River, Delaware.-Underdate of January 18, 1910, $500 was allotted for the removal of this wreck, which is believed to have been an old wooden schooner, 96 feet long, 15 feet beam, 6 feet depth of hold, and about 150 gross tonnage. It was lying across Broadkill River about 1 mile above the mouth, where it was stranded December 26, 1909. After due advertisement, emergency contract dated January 31, 1910, was entered into with N. B. Register, of Lewes, Del., the lowest bidder, at $217 for the job, work to be commenced within fifteen days after notice of acceptance of proposal, and to be completed with forty days after said notification. Work was begun on February 9 and completed March 18, 1910. The wreck was broken up and the debris placed ashore above the high-water line. The entire cost, including inspection, etc., was $431.82. Wreck of barge Lydia & Mary, lying sunk in Woodbury Creek, New Jersey.-Under date of March 11, 1910, $450 was allotted for the removal of this wreck, which was lying against the lower end of the draw fender pier of the bridge about 1 miles below the town of Woodbury, N. J., in such a way as to entirely block the channel. After due advertisement, emergency contract dated March 23, 1910, was entered into with Jesse A. Gray, of Philadelphia, Pa., the lowest bidder, at $242. Work under the contract was commenced April 1 and completed April 15, 1910. The boat was pumped out and floated and, after repairing the leaks, towed to Petty Island, Philadelphia. The cost, including inspection, etc., was $369.96. Part of wrecked bark Charles Loring, lying sunk in the western entrance channel of Barnegat Inlet, New Jersey.-An allotment of $25 was made for an examination and it was found that the bark was cut down in a collision with the'steamship Seneca, off Sandy Hook, N. J., on February 21, 1907. The part complained of had drifted to the inlet as stated and had lodged in the channel. Two allotments of $250 each were made for its removal. After due advertisement, an emergency contract dated April 16, 1910, was made with Eugene Boehm, of Atlantic City, N. J., the lowest bidder, at $420 for the job. The work was commenced on April 26 and completed April 29. 1310 REPORT OF THE CHIEF sOF ENGINEERS, U. S. ARMY. The wreck was completely broken up by means of dynamite and the debris, in small fragments, floated away. Upon completion of the work the locality was carefully swept over a radius of several hundred feet around it and no portion of the wreck was found. The cost, in- cluding examination, inspection, etc., was $525. Wreck of British steamship Oakdene, lying sunk in the Atlantic Ocean off Sheep Pen Hill, Virginia.-This wreck was struck on April 10, 1910, by the gasoline fishing schooner Hazel D. Moore, which was sunrk thereby, but soon thereafter raised and taken into Chincoteague, Va. Steps are in.progress for the early removal of the wreck. Cost of the examination, $100. Obstructions believed to be part of a wreck in channel of Broadkill River, Delaware.-Steps are in progress for their removal. No ex- penditure to date. APPENDIX J. IMPROVEMENT OF RIVERS AND HARBORS IN THE BALTIMORE, MARYLAND, DISTRICT. REPORT OF COL. THOS. L. CASEY, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING June 30, 1910. IMPROVEMENTS. 1. Patapsco River and channel to 7. Nanticoke River, Delaware and Baltimore, Maryland. Maryland. 2. Channel to Curtis Bay, in Patapsco 8. Broad Creek River, Delaware. River, Baltimore Harbor, Mary- 9. Wicomico River, Maryland. land. 10. Crisfield Harbor, Maryland. 3.' Harbor' of Southwest Baltimore 11. Lower Thoroughfare, at or near (Spring Garden), Maryland. Wenona, Deal Island, Maryland. 4. Elk River, Maryland. 12. Removing Sunken Vessels or Craft 5. Susquehanna River, above and be- Obstructing or Endangering Nav- low Havre de Grace, Maryland. igation. 6. Harbors at Rock Hall, Queenstown, Claiborne, and Cambridge, and Chester, Choptank, Warwick, Pocomoke, La Trappe, and Man- okin rivers, and Tyaskin Creek, Maryland. UNITED STATES ENGINEER OFFICE, Baltimore, Md., July 1, 1910. SIR: I have the honor to forward herewith the annual reports for the year ending June 30, 1910, for the works of improvement of rivers and harbors in my charge. Very respectfully, THOS. L. CASEY, Colonel, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. J I. IMPROVEMENT OF PATAPSCO RIVER AND CHANNEL TO BALTIMORE, MARYLAND. Contracts. were in progress with the Maryland Dredging and Con- tracting Coipany, dated July 15, 1907, for dredging sections " A," " B," and " C," Patapsco River and Chesapeake Bay, at 8 cents per 1311 1312 REPORT OF THE CHIEF OF'ENGINEERS, U. S. ARMY. cubic yard for section " A , " 20 cents per cubic yard for section " B," and 23 cents per cubic yard for section " C; " with the same company dated June 12, 1909, for dredging in Patapsco River (Anchorage Basin) at 5 cents per cubic yard; and with the same company dated December 15, 1909, for dredging (maintenance) in York Spit channel at 23 cents per cubic yard. Work was continued in the York Spit channel under the contract dated July 15, 1907, until May 21, 1910, with two suction dredges, The contract was then completed. The plant, working day and night, removed 1,074,809 cubic yards of material, making a total of 10,623,812 cubic yards removed under this contract. Operations under the con- tract dated June 12, 1909, for increasing width of Fort McHenry channel 600 feet for a length of about 3,500 feet near its intersection with the Curtis Bay channel were continued during the year with one clam-shell dredge, removing 1,342,375 cubic yards. Work under the contract dated December 15, 1909, for maintenance of York Spit channel was prosecuted with two self-contained suction dredges until June 17, 1910, when the improvement was completed, 401,025 cubic yards having been removed. The total amount of material removed during the fiscal year is 2,818,209 cubic yards. With the completion of this project there will be an artificial chan- nel 35 feet deep and 600 feet wide from Baltimore Harbor to deep water in Chesapeake Bay, a distance of about 19 miles, and a natural channel averaging 2 miles wide with a least depth of 40 feet and maximum depth varying to 20 fathoms down to the sea, excepting at York Spit, where a dredged channel 35 feet deep and 600 feet wide is provided for a distance of about 44 miles. The channel near Balti- more has shown remarkable stability, except the Cut-off division, which has shoaled considerably, and requires comparatively little ex- penditure for maintenance. The results obtained at York Spit indi- cate that the channel there will be more expensive to maintain than the one near Baltimore. If the record of a few years should show that the York Spit channel can be readily maintained at small costa Baltimore will have an enviable position upon tidewater. If the consequent development of her commerce shall justify it, a 40-foot channel can then be as readily created and maintained. Urgent application by navigation interests of Baltimore has been made for the widening of the channel leading to this port at the Craighill Cut-off and the Cut-off-Brewerton bends. Vessels bound up the channel in making the turn at the former angle occasionally go aground on the lumps to the eastward of can buoy No. 5, being crowded to that side by vessels passing in the opposite direction. The Cut-off-Brewerton angle is more acute than any of the others, and there is much congestion there at times due to lack of room. The widening of both localities would tend to prevent erosion of the easterly bank by vessels forced in that direction in making the turns. Former projects for improving channels to Baltimore, Md., con- tained express provision for increased widths at the angles and entrances to an extent not less than 1,200 feet, but as there is some doubt as to the permissibility of further extension of width at these angles under the existing project for improvement it is recom- mended that the attention of Congress be called to the matter with APPENDIX 3T-REPORT OF COLONEL CASEY. 1313 request to modify the language of the law by providing for such in- creased widths at the angles and entrances as experience may prove necessary; the authorized limit of cost of the present project not to be exceeded. The following are the amounts and dates of appropriations for improving harbor at Baltimore, Md., including Patapsco River and Chesapeake Bay: Total to December 31, 1902, from House Document No. 421, Fifty-seventh Congress, second session--------------------- $4, 796, 030. 00 March 3, 1905----------------------------------------------- 250, 000. 00 June 30, 1906-------------------------- ---------------------- 500. 000. 00 March 2, 1907 ----------------------------------------------- 500, 000. 00 March 4, 1907-----------------------------------------------500, 000. 00 May 27, 1908------------------------------------------------ 750, 000.00 March 4, 1909------ ------- - ------- 965, 000. 00 March 30, 1910, sales of public property to date----------------9. 90 Total----------------------------------------------- 8, 261, 039. 90 CONTRACTS IN FORCE. Contract with the Maryland Dredging and Contracting Company for dredg- ing an estimated quantity of 8,516,470 cubic yards of soft material, at 81 cents per cubic yard, from section "A" (Patapsco River), 508,348 cubic yards of hard material, at 20 cents per cubic yard, from section " B " (Patapsco River), and 1,621,125 cubic yards of hard material, at 23 cents per cubic yard, from section "C " (off York Spit), approved July 26, 1907; date of commencement July 31, 1907, and completed May 21, 1910. Contract with the Maryland Dredging and Contracting Company for dredg- ing an estimated quantity of 1,500,000 cubic yards of soft material, at 5 cents per cubic yard, from Fort McHenry channel (Patapsco River), approved June 19, 1909; date of commencement June 17, 1909, and of expiration January 22, 1911. Contract with the Maryland Dredging and Contracting Company for dredging an estimated quantity of 400,000 cubic yards of hard material from channel off York Spit, at 23 cents per cubic yard, approved December 21, 1909; date of commencement January 23, 1910, and completed June 17, 1910. COMMERCIAL STATISTICS FOR THE FISCAL YEAR ENDED JUNE 30, 1910.' Imports. Year. Free. Dutiable. Total. 1909........................................................ $11,986,248 $12,036,085 $24,022,333 1910. ........................ ..... ......... ............ 13,629,268 16,271,344 29,900,612 Increase................... .......... ..............1,643,020 4,235,259 5,878,279 Imports in American vessels, 1910: Sailing 27, 009 $------------------ Steam --------------- ---- ----------------------------------- 191, 434 Imports in foreign vessels, 1910: Sailing ---------------------------------------------------- 177, 928 Steam -------- ------------------------------- 29, 500, 813 Imports in cars overlad------ - -d 3, 428 Total- - -29, .- .------ 900, 612 56932--ENG 1910 - 83 1314 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Domestic exports. In American vessels, 1910, sailing -- _.... $26, 984 In foreign vessels, 1910: Sailing ------------------------------------------- 67, 244 Steam ---------------- ----------------------- 77, 211, 759 rTotal1 1 V_ __ _. _ _ . .. _.__ _ ._._._._. .. 77, 305, 987 Principal articles exported. Articles. Quantity. Articles. Quantity. Long tons. Long tons. Beef products ....................... 1,391 Iron and steel ....................... 143,859 Cattle.................................. 8,912 Oil cake ....................... .. 71,322 Coal and coke .......................... 495,374 Oils............. ................ 68,731 Copper ........................... 75,833 Oleo oil and neutral lard.............. 5,908 Cotton, unmanufactured ............... 13,937 Paraffin and wax...................... 3,718 Feed, animal......................... 33,871 Rosin........... ............. . 4,024 Flour, wheat........................73,794 Starch ............................. 1,491 Grain............................. 203,497 Tobacco................. ..... 38,868 Hog products .................. ....... 14,714 Wood and manufactures of........... 54,300 Amount of duties collected in 1910------------------------ $4, 364, 810. 68 Miscellaneous customs receipts in 1910----------------------- 212, 355. 93 Total receipts in 1910 ----------------------------- 4, 577, 166. 61 Duties on merchandise remaining in bond, 1910--------------- 102, 454. 61 Summary of duties collected in 1910. Imports and miscellaneous customs receipts----------------$4, 577, 166. 61 Duties on merchandise remaining in bond-------------------- 102, 454. 61 Merchandise transported with appraisement------------------- 20, 830. 26 Total------ --------------------------------- 4, 700, 451. 48 Statistical recapitulation. Dutiable imports have increased__ $4, 235, 259. 00 Free imports have increased_ $1, 643, 020.00 Domestic exports have decreased_ $169, 306. 00 Tonnage (foreign and coastwise) has increased, long tons ..... 978, 947 Duties collected have increased__ _____ __ __ $679, 816. 10 Duties on merchandise in bond have decreased ___- $29, 873. 89 Duties on merchandise in bond with and without appraisement have decreased ------------------------------ $384, 181. 85 Tonnage movement, years ended June 30, 1909 and 1910. July 1, 1908, to June July 1, 1909, to June 30, 1909. 30, 1910. Number. Long tons. Number. Long tons. Foreign trade: Entered.... .................................... 593 1,102,310 656 1,409,917 Cleared..... ................................ 588 1,107,526 580 1,190,339 Coastwise: Entered......................... ... ................... 1, 478 2,538, 091 1, 549 2, 586, 761 Cleared........................................ 1,828 2,788,346 2,005 3,228,203 Total ................... ................... 4, 487 7, 536, 273 4, 790 8, 415, 220 Foreign and coastwise tonnage has increased 978,947. There have been no new lines of transportation established nor any lines abandoned during the year. APPENDIX J-REPORT OF COLONEL CASEY. 1315 Vessels built in 1909-10. Class. Number. Tons. Value. Steam .............................................................. 16 27,968 $2,606,500 Sail................................................................... 4 1,860 127,000 Barges........ ........... ......... ................... ........... ...... 4 1,370 38,000 Total.... ........................... .. 24 31,198 2,771,500 Passengers. 1908-9 ---------------------------------------------------------- 21,716 1909-10 ---------------------------------------- 32, 444 J 2. IMPROVEMENT OF CHANNEL TO CURTIS BAY, IN PATAPSCO RIVER, BALTIMORE HARBOR, MARYLAND. Dredging for maintenance was resumed November 19, 1909, and completed on December 13, 1909, 67,027 cubic yards of material hav- ing been removed, making a total of 83,456 cubic yards removed under the contract. This resulted in restoring about two-thirds of the projected channel. Estimate of additionalfunds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-------------------------------- a $5, 000 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 following are the amounts and dates of appropriations for im- proving channel to Curtis Bay, in Patapsco River, Baltimore Harbor, Maryland: Total to August 18, 1894, from House Executive Document No. 421, Fifty-seventh Congress, second session--------------------------- $40, 000 June 13, 1902 --------------------------------------------------- 50, 000 March 3, 1903 --------------------------------------------------- 146, 000 March 3, 1909 (allotted March 29, 1909) ----------------------------- 9, 000 June 25, 1910---------------------------------------------------10, 000 Total ---------------------------------------------------- 255, 000 CONTRACT IN FORCE. Contract with the Sanford & Brooks Company for dredging an estimated quantity of 80,000 cubic yards of material at 9.9 cents per cubic yard; approved June 17, 1909; date of commencement June 21, 1909, and completed December 13, 1909. COMMERCIAL STATISTICS. The statistics of the port of Baltimore include this harbor. a Exclusive of the balance unexpended July 1, 1910. 1316 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. J 3. IMPROVEMENT OF HARBOR OF SOUTHWEST BALTIMORE (SPRING GARDEN), MARYLAND. 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 have flattened out sufficiently it is thought that the cost of maintenance will be much reduced. Dredging for main- tenance was continued with one clam-shell dredge until November 1,' 1909, when work under the contract was completed, and resulted in restoring about two-thirds of the contemplated channel. Two hundred and ninety-six thousand and forty cubic yards of material, making a total of 309,290 cubic yards under the contract, were removed. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ -------------------------- a $10, 000 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 following are the amounts and dates of appropriations for im- proving harbor of southwest Baltimore (Spring Garden), Md.: June 23, 1896--------------------------------------------- $5, 000 June 13, 1902------------ -------------------------------- , 000 March 3, 1903 ---- ------------- 221, 000 March 2, 1907 -------------- 6, 500 March 3, 1909 (allotted Mar. 29, 19009) ------------------------------ 34, 000 June 25, 1910--------------------------------------------------- 34, 000 Total---------------------------------------------------- 388, 500 CONTRACT IN FORCE. Contract with the Sanford & Brooks Company for dredging an estimated quantity of 300,000 cubic yards of material at 9.9 cents per cubic yard, approved June 17, 1909; date of commencement June 26, 1909, and completed November 1, 1909. COMMERCIAL STATISTICS. The statistics of the port of Baltimore include this harbor. J 4. IMPROVEMENT OF ELK RIVER, MARYLAND. Dredging for maintenance was commenced November 8, 1909, with one clam-shell dredge, and completed June 9, 1910. Sixty-nine thou- sand three hundred and eighty-seven cubic yards of material were removed, which resulted in the restoration of the contemplated chan- nel from below Cedar Point to the county bridge at Elkton, Md. a Exclusive of the balance unexpended July 1, 1910. APPENDIX J--REPORT OF COLONEL CASEY. 1317 Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement -------------------------------- a $3, 000 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. APPROPRIATIONS. Total to December 31, 1902, from House Executive Document No. 421, Fifty-seventh Congress, second session_-------- --------------- $63, 165 March 3, 1905-------------------------------------------------- 2, 000 March 2, 1907-------------- ------ ---------------------- 18, 803 March 3, 1909 (allotted Mar. 29, 1909) -------------------------- 10, 000 June 25, 1910----------------- --------------------------- 10, 000 Total-------- ------------------------------------- 103, 968 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 75,300 cubic yards of material at 11.95 cents per cubic yard, approved July 6, 1909; date of commencement, November 8, 1909, and of completion, June 9, 1910. COMMERCIAL STATISTICS FOR THE FISCAL YEAR ENDING JUNE 30, 1910. Receipts and shipments. Class. Quantity. Value. Receipts: * Long tons. Cord wood, etc.. ................................................ 45, 349 $145, 648 Lumber, shingles, etc............. ....... .................................... 130 2,150 Total............................ ......................... ... 45,479 147,798 Shipments: Fertilizers . ... .................................................... 1,119 16,785 Hay and flour, etc.. ......................................................... 120 2,150 Vessels built.............. .................................................. 9,000 180,000 Total..................................................... 10,239 198,935 Total receipts and shipments .......................................... 55,718 346,733 This is an increased tonnage of 12,838 tons over that for the calendar year ending December 31, 1908. Vessels sailing and trading in Elk River, Maryland. Class. Number. Aggregate Light Loaded tonnage. draft, draft. Feet. Feet. Steam tugs......................... ........ h ............. ............ 6e 7 Schooners and barges................................... 125 38,945 4 9 * Exclusive of the balance unexpended July 1, 1910. 1318 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. J 5. IMPROVEMENT OF SUSQUEHANNA RIVER ABOVE AND BELOW HAVRE DE GRACE, MARYLAND. No dredging was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement _-------------------------_ _ a $34, 500 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. Total to March 3, 1881, from House Executive Document No. 421, Fifty-seventh Congress, second session--------------------------- $97, 390 August 2, 1882---------------------------------------------------_ 25, 000 July 5, 1884 ----------------------------------------------------- 20, 000 August 5, 1886------------ -------------------------------------- 6, 000 August 11, 1888-------------------------------------------------- 10, 000 September 19, 1890--------- -------------------------------------- 4, 000 July 13, 1892---- ------------------------------------------------- 4, 000 1879, allotment from general appropriation for examinations and sur- veys, date unknown --------------------------------------- - 500 August 18, 1894------------ ------------------------------------- 4, 000 June 13, 1902--------------------------------------- ---- 10, 000 March 3, 1905--------------------------------------------------- 10, 000 March 2, 1907--------- --- ------------- 20, 000 June 25, 1910--------------------------------20, 000 Total---------------------- ------------------------------ 230, 890 CONTRACT IN FORCE. None. COMMERCIAL STATISTICS. These were asked for, but not obtained. J 6. IMPROVEMENT OF HARBORS AT ROCKHALL, QUEENSTOWN, CLAI- BORNE, AND CAMBRIDGE; OF CHESTER, CHOPTANK, WARWICK, POCOMOKE, LATRAPPE, AND MANOKIN RIVERS, AND OF TYASKIN CREEK, MARYLAND. (A) ROCKHALL HARBOR AND INNER HARBOR AT ROCKHALL. No dredging was done during the fiscal year. a Exclusive of the balance unexpended July 1, 1910. APPENDIX J--REPORT OF COLONEL CASEY. 1319 Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement -------------------------------- a $5, 000 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. APPROPRIATIONS. Total to June 3, 1896, from House Executive Document No. 421, Fifty-seventh Congress, second session------------------------ $16, 600. 00 June 13, 1902 (allotted Sept. 17, 1902) --------------------------- 12, 000. 00 March 3, 1905 (allotted May 15, 1905) -------------- ------------ 12, 829. 35 March 2, 1907 (allotted Mar. 22, 1907) --------------------------- 14, 383. 97 June 25, 1910 (allotted July 29, 1910) ---------------------------- 21, 711. 03 Total -- ------------------------------------------------ 77, 524. 35 CONTRACT IN FORCE. None. COMMERCIAL STATISTICS. Statistics relative to commerce were requested through the usual source of information but were not received. (B) QUEENSTOWN HARBOR. No dredging was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement--______------------------------------_____ a $3, 000 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. APPROPRIATIONS. Total to June 3, 1896, from House Executive Document No. 421, Fifty-seventh Congress, second session------------------------ $19, 000. 00 June 13, 1902 (allotted Sept. 17, 1902) -------------------------- 12, 000. 00 March 3, 1905 (allotted May 15, 1905) ---------------------------- 4, 606. 50 March 2, 1907 (allotted March 22, 1907) -------------------------- 4, 975. 70 June 25, 1910 (allotted July 29, 1910)----------------------- 8, 607. 40 Total-------------------------------------------------- 49, 189. 60 CONTRACT IN FORCE. None. COMMERCIAL STATISTICS. No statistics could be obtained. a Exclusive of the balance unexpended July 1, 1910. 1320 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (c) CLAIBORNE HARBOR. Dredging for maintenance, under the emergency allotment, was begun August 6, 1909, with one clam-shell dredge, and completed October 12, 1909, 77,829 cubic yards of material having been re- moved, which resulted in restoring the previously dredged area to the projected depth of 12 feet at mean low water. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_ __ ------------------------- a $5, 000 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. APPROPRIATIONS. June 13, 1902 (allotted Sept. 17, 1902) --------------------------- $15, 000. 00 March 3, 1905 (allotted May 15, 1905) 1, 863. 35 March 2, 1907 (allotted Mar. 22, 1907) 3,440. 24 March 3, 1909 (allotted Apr. 9, 1909)---------------------___ 12,000. 00 June 25, 1910 (allotted July 29, 1910) ____ 14,597. 81 Total ------------------------------------------------ b46, 901. 40 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 90,400 cubic yards of material at 11.95 cents per cubic yard, approved July 6, 1909, date of commencement August 6, 1909, and com- pleted October 12, 1909. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Loug tons. Lumber................... ..................................................... 2,979 $89,370 Coal...... ... ... ................................................ 11,923 71,538 General merchandise, etc....................... ..................... 82, 377 8, 237, 700 Total. .. ........................... ......................... 97,279 8,398,608 Shipments: 3, 467 Agricultural products................................................................. 138,680 Canned goods............................................................... 2, 311 184,880 Poultry and live stock................................................ 533 106, 600 Fish and oysters................................................... 577 23,080 General merchandise, etc............................................... 34 3,400 Total ...................... .. .......................... ............... 6, 922 456,640 Total receipts and shipments ......................................... 104, 201 8, 855, 248 This is an increased tonnage of 1,028 tons over that for 1908. aExclusive of the balance unexpended July 1, 1910. SOf this amount, $1,202.68 was turned into the Treasury in 1910. APPENDIX J--REPORT OF COLONEL CASEY. 1321 Vessels sailing and trading in Claoborne Harbor, Maryland. (D) CAMBRIDGE HARBOR. No dredging was done during the fiscal year. Estimate of additionalfunds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement-_______________________________ a $3, 000 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. APPROPRIATIONS. Total to July 13, 1892, from House Executive Document No. 421, Fifty-seventh Congress, second session----------------------- $50, 237.00 June 13, 1902 (allotted Sept. 17, 1902) ----- -.. .._ ......... _ 3, 000. 00 March 3, 1905 (allotted May 15, 1905)-- . .-...-...- - .. 3, 120. 80 March 2, 1907 (allotted Mar. 22, 1907) _. 1, 531. 63 June 25, 1910 (allotted July 29, 1910) ------------- ------- 6, 450. 58 Total _-------.----_ -----. _ ----.....- - --- 64, 340.01 CONTRACT IN FORCE. None. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber ............. ............................................ 191 $5,730 Coal................. .. ................... ................................. 237 1,422 General merchandise, etc.................. .................... . 97,796 9,779, 600 Total ....................... .......................... .......... ..... 98,224 9,786,752 Shipments: Agricultural products ....................... ............................... 9,982 399,280; Canned goods.. .............. ..................... .. 4,097 327,760 Poultry and live stock......................................... .. 62 12,400 Fish and oysters.. .............................................. 611 24,440 General merchandise, etc ............................................... 2,219 221, 900 Total ............... ......... ............ ......................................... 16,971 985,780 Total receipts and shipments........... .......... ............... 115,195 10,772,532 This is an increased tonnage of 48,492 tons over that for 1908. a Exclusive of the balance unexpended July 1, 1910. 1322 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Vessels sailing and trading in Cambridge Harbor, Maryland. Class. Number. Aggregate Light Loaded tonnage. draft. draft. Feet. Feet. Steamers............................................... 6 2,461 5 9 Sailing vessels and barges .................................... 152 3,943 4 12 (E) CHESTER RIVER, MARYLAND, FROM CRUMPTON TO JONES LANDING. Dredging for maintenance began May 25, 1910, with one clam-shell dredge, and at the close of the fiscal year operations were still in progress. To June 30, 1910, 21,463 cubic yards of material had been removed, which resulted in restoring the projected channel for about 1 mile down from Jones Landing. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement__ - -- - ______ -- -________ a $3, 000 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. APPROPRIATIONS. Total to August 2, 1882, from House Executive Document, No. 421, Fifty-seventh Congress, second session___-....-_____-_ b $41, 000. 00 ------.... September 19, 1890 .- ............ 5, 000. 00 July 13, 1892. .-.-- -- . ..... 3, 000. 00 August 18, 1894 ...- ------- ..-. ----- - -.-.--....-.. .. .. ... 1, 500. 00 ..1....... June 3, 1896-- ------ - 1, 500. 00 March 3, 1899- ------ ------- 3, 200. 00 June 13, 1902 (allotted Sept. 17, 1902) . 5, 402. 00 March 3, 1905 (allotted May 15, 1905) - 1, 245. 00 March 2, 1907 (allotted Mar. 22, 1907)_ _. ....... 2, 417. 36 March 3, 1909 (allotted Mar. 29, 1909) ..... ............. 5, 000.00 June 25, 1910 (allotted July 29, 1910) ---. ---- __.._ 3, 000. 00 Total .... .......-..-- . --.... ...-.. 31, 264. 36 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 37,700 cubic yards of material at 11.05 cents per cubic yard was approved July 6, 1909, date of commencement May 25, 1910, and of completion November 9, 1910. a Exclusive of the balance unexpended July 1, 1910. b Of which $2,958.54 was carried to the surplus fund of the Treasury June 30, 1909. APPENDIX J--REPORT OF COLONEL CASEY. 1323 COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber.................................. 1,256 $37,680 Coal.............. ........................................... 702 4,752 General merchandise, etc..................... ....... .................. 16,318 1,631,800 Total........... .......................... ..... .............. 18,366 1,674,232 Shipments: Agricultural products......................................................... 25,478 1,019,120 Canned goods........ .. ...... ... ............................... 1,279 102,320 Poultry and live stock........ ...................................... 5,779 1,155,800 Fish and oysters... ............................................... 3,361 134,440 General merchandise, etc ......................................... 355 35, 500 Total......................... ..... .......................... 36,252 2,447,180 Total receipts and shipments .......................... ................. 54,618 4,121,412 This is an increased tonnage of 540 tons over that for 1908. Vessels sailing and trading in Chester River, Maryland. Class. Number. Aggregate Light Loaded tonnage. draft. draft. Feet. Feet. Steamers..... ............................. ............ 6 2,260 6 81 Sailing vessels and barges................................ 175 5, 200 4 12 (F) CHOPTANK RIVER. No dredging was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ____--_-----_-__________ _____ _ a $5, 000 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. APPROPRIATIONS. June 14, 1880------------------------------------------------- $5, 000. 00 March 3, 1881_.------------------- 5, 000. 00 August 2, 1882--------- ----------------- 5, 000. 00 July 5, 1884- ------------- -- 5, 000. 00 August 5, 1886----- 000. 00 1---------------------------- August 11, 1888------------------------------------------------7, 500. 0 September 19, 1890--------------------------------------------- 7, 500. 00 July 13, 1892---------------------------- --------------------- 3, 000.00 August 18, 1894 ---------------------------- 2, 000. 00 June 3, 1896------------------------- 2, 000.00 March 3, 1899------------------------------------------------- 8, 000. 00 June 13, 1902 (allotted Sept. 17, 1902) ----------------------------- 3, 00. 00 March 3, 1905 (allotted May 15, 1905) 7, 885. 00 March 2, 1907 (allotted Mar. 22, 1907)------------------------- 9, 662. 55 June 25, 1910 (allotted July 29, 1910) ---------------------------- 4, 451. 25 Total -------------------------------------------------- 84, 998. 80 a Exclusive of the balance unexpended July 1, 1910. 1324 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACT IN FORCE. None. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber................ ....... ...... ................... 6, 257 $187, 710 Coal........... ....... ..................................... 5, 716 34, 296 General merchandise, etc......... .... ............................ 148, 093 14, 809, 300 Total....................... ................................ 160,066 15,031,306 Shipments: Agricultural products... .......................................... 45, 451 1,818, 040 Canned goods .............................................. ... 17,902 1,432,160 Poultry and live stock............................................. ... 88 117, 600 Fish and oysters ..... ......... ............................... 2, 222 88,880 General merchandise, etc.......... .................................. 8, 691 869, 100 Total.................................................................. 74,854 4,325,780 Total receipts and shipments ......................................... 234, 920 19, 357,086 This is an increased tonnage of 1,004 over that for 1908. Vessels sailing and trading in Choptank River, Maryland. (G) WARWICK RIVER. Dredging for maintenance was begun October 20, 1909, with one clam-shell dredge and completed November 1, 1909, 20,998 cubic yards of material having been removed, which resulted in restoring the channel of the project for about 1,800 feet down from a point about 400 feet above Cedar Point. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___- ______ ________________ a $2, 000 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 Exclusive of the balance unexpended July 1, 1910. APPENDIX J---REPORT OF COLONEL CASEY. 1325 APPROPRIATIONS. Total to March 3, 1881, from House Executive Document No. 421, Fifty-seventh Congress, second session_------------____________ $6, 000. 00 July 13, 1892--------------------------------------------------- 6, 000. 00 August 18, 1894------------------------------------------------ 2, 000. 00 June 3, 1896 --------------------------------------------------- 2, 000. 00 March 3, 1899 -------------------------------------------------- 2, 000. 00 June 13, 1902 (allotted Sept. 17, 1902) ----------------------------- 4, 000. 00 March 3, 1905 (allotted May 15, 1905) ----------------------------- 1, 909.00 March 2, 1907 (allotted Mar. 22, 1907) _________------_________ -- 3, 493.87 March 3, 1909 (allotted Mar. 29, 1909) __ 3, 000. 00 June 25, 1910 (allotted July 29, 1910) ----------------------------- 3, 000. 00 Total------------------------------------------------- 33, 402. 87 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 22,600 cubic yards of material, at 11.95 cents per cubic yard, was approved July 6, 1909,' date of commencement October 20, 1909, and of completion November 1, 1909. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber............. ...................... ......................... 526 $15,780 Coal.................. ....... .............................................. 643 3,858 General merchandise, etc.................................................... 12, 838 1, 283, 800 Total.................................... ............................ ......... 14,007 1,303,438 Shipments: Agricultural products ......................................... 50,994 2,039,760 Canned goods................................................... 1, 246 99,680 Poultry and live stock .......................................... 68 13, 600 Fish and oysters ........................................... ........ 128 5,120 General merchandise, etc.......... ............................... 1,574 157,400 Total..... .......................... ...... ..................... 560 54,010 2,315, Total receipts and shipments. ......................................... 68, 017 3, 618, 998 This is an increased tonnage of 671 tons over that for 1908. Vessels sailing and trading in Warwick River, Maryland. 1326 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (H) POCOMOKE RIVER. Dredging for maintenance was commenced December 17, 1909, with one clam-shell dredge, and completed January 28, 1910, 18,843 cubic yards of material having been removed; this resulted in the removal of a troublesome shoal about 110 feet in width and extending up the river from off Shabroon Point, for a distance of about 1,300 feet. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_____________ _____--------- ___ a $3, 000 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. APPROPRIATIONS. Total to August 5, 1886, from House Executive Document No. 421, Fifty-seventh Congress, second session__--------__ -$20, 500. 00 June 3, 1896__-------------------------------------------------5, 000. 00 March 3, 1899-------------------------------------------------3, 000. 00 June 13, 1902 (allotted Sept. 17, 1902) ---------------------------- 4, 800. 00 March 3, 1905 (allotted May 15, 1905) __------ __- _ ___--1, 743. 00 March 2, 1907 (allotted Mar. 22, 1907)_________________________ - 2, 298. 60 March 3, 1909 (allotted Mar. 29, 1909) ----- --- 2, 500. 00 -___-__-______ Total_------------------------------------------------- 39, 841.60 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging estimated quantity of 18,800 cubic yards of material, at 11.95 cents per cubic yard, was approved July 6, 1909, the date of commencement being December 17, 1909, and of completion January 8, 1910. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber.............................. 906 $27,180 Coal.. ....................................... .......... 1,632 9,792 General merchandise, etc.............................. .................... 31,599 3,159,900 Total.................................... . ................... 34,137 3,196,872 Shipments: Lumber............ ... .............. ......................... 14,844 445,322 Agricultural products ................. .......................... 9, 451 378,040 Canned goods....-- ........ ......... ......... ............... 15,072 1,205,760 Poultry and live stock.... ................. ........................ 346 69, 200 Fish and oysters .................................... ............. 34 1,460 General merchandise, etc ............................................. 575 57, 500 Total......... ... .... ....... ................... ........... 40,322 2,157,282 Total receipts and shipments.......................................... 74,459 5, 354,154 This is an increased tonnage of 732 tons over that for 1908. a Exclusive of the balance unexpended July 1, 1910. APPENDIX J-REPORT OF COLONEL CASEY. 1327 Vessels sailing and trading in Pocomoke 'River, Maryland. Class. Number. draft draft. nage. Feet. Feet. Steamers........ ............................................. 3 2,223 4 Sailing vessels and barges ................................... 88 4, 788 4 7 (I) LA TRAPPE RIVER. Dredging for maintenance was begun November 5, 1909, with one clam-shell dredge, and discontinued December 9, 1909, 22,506 cubic yards of material having been removed. This resulted in restoring the inside depth of the project from about 400 feet below Trappe Landing for a distance of about 2,000 feet downstream, and partially restoring the channel across the bar at the mouth of the river. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___------------------------------ a $2, 000 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. APPROPRIATIONS. July 13, 1892-------------------------------------------------$2, 500. 00 August 18, 1894--------------------------- 4, 750.00 March 3, 1905 (allotted May 15, 1905) ----------------------------- 1, 867. 50 March 2, 1907 (allotted Mar. 22, 1907) ----------------------------- 2, 135. 39 March 3, 1909 (allotted Mar. 29, 1909) ----------------------------- 3, 000. 00 Total ----------------------------------------------------- 14, 252. 89 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 22,600 cubic yards of material at 11.95 cents per cubic yard was approved July 6, 1909, the date of commencement being November 5, 1i09. and of completion December 9, 1909. * Exclusive of the balance unexpended July 1, 1910. 1328 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber............... ........ ................................. 1,841 $55,230 Coal...................... .. ............................ 1,284 7,704 General merchandise, etc.............. 7,394 739, 400 7............................. Total............................................................. 10,519 802,334 Shipments: Agricultural products ...................................................... 3, 835 153,400 Canned goods ..................................... ............. 820 65,600 Poultry and live stock ............................ ................... 34 6, 800 Fish and oysters.... ........ .................................... 27 1,080 General merchandise, etc ..................................................... 159 15, 900 Total................ ......................................... 4,875 242,780 Total receipts and shipments.......................................... 15,394 1,045,114 This is an increased tonnage of 150 tons over that for 1908. Vessels sailing and trading in La Trappe River, Maryland. (J) MANOKIN RIVER. No dredging was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement--------------------------- -- _-- a $5, 000 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. APPROPRIATIONS. September 19, 1890-- ------------------------------------------ $7, 500. 00 July 13, 1892-------------------------------------------------- 7, 500. 00 August 18, 1894--------------- --------------------------------- 4, 000. 00 June 3, 1896--------------------------------------- b 4, 000. 00 March 3, 1899 ------------------------------------------------- 1, 500. 00 March 3, 1905 (allotted May 15, 1905) ----------------------------- 4, 772. 50 March 2, 1907 (allotted Mar. 22, 1907)----------- 9, 160. 69 June 25, 1910 (allotted July 29, 1910) ------------------------ _ 14, 181. 93 Total ------------------------------------------------- 52, 615. 12 CONTRACT IN FORCE. None. a Exclusive of the balance unexpended July 1, 1910. bOf this amount $2,000 is for work in the upper river not covered by project. APPENDIX J--REPORT OF COLONEL CASEY. 1329 COMMERCIAL STATISTICS. These were asked for, but not obtained. (K) TYASKIN CREEK. No dredging was done during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement __.._________------------- a $2, 000 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. APPROPRIATION S. June 13, 1902 (allotted Sept. 17, 1902)-------------------------- $8, 000 March 3, 1905 (allotted May 15, 1905) -------------------------------- 2, 158 March 2, 1907 (allotted Mar. 22, 1907) ___________------------ 6, 50( June 25, 1910 (allotted July 29, 1910) ------ __--__ ___ - 4, 000 Total ---- ------------------------------------------------- 20, 658 CONTRACT IN FORCE. None. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber.................................................................. 35 $1,050 Coal. .. .... .............................................................. 46 276 General merchandise, etc................................................. 536 53, 600 Total........................ ............................... 617 54,926 Shipments: Agricultural products... ..... ........................................ 217 8,680 Canned goods.................................... ................ 201 16,080 Poultry and live stock.................................................... 17 3,400 Fish and oysters ... ..................................................... 9 360 General merchandise, etc........ .......................... ........... 15 1,500 Total.................................................................... 459 30,020 Total receipts and shipments........................................ 1,076 84,946 This is an increase tonnage of 12 tons over that for 1908. Vessels sailing and trading in Tyaskin Creek, Maryland. Class. Number. Aggregate tonnage. Light draft. Loaded draft. Feet. Feet. Steamers...... ..... ........ .......... .......................... ..... 3 1,727 4 Sailing vessels and barges................................... 36 2,160 4 6 a Exclusive of the balance unexpended July 1, 1910. 56932--ENG 1910---8 1330 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. J 7. IMPROVEMENT OF NANTICOKE RIVER, DELAWARE AND MARYLAND. Dredging for maintenance was begun April 12, 1910, with one clam-shell dredge, and discontinued on the 25th of the same month, 14,976 cubic yards of material having been removed. This dredging restored the channel to the contemplated dimensions. Estimate of additional fund8 required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement--.----------------------------- $34, 097. 44 For maintenance of improvement---------------------------- 2, 000. 00 a36, 097. 44 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. APPROPRIATIONS. August 18, 1894-------------------------------------------------b $5, 000 June 3, 1896-------------------------------- -------------------- 3, 000 March 3, 1899 ----------------- 3, 000 March 3, 1905 ------------------ 2, 000 March 2, 1907 ------------- ----------------------------------- 2, 000 March 3, 1909 (allotted Mar. 29, 1909)------------------------------- 2, 000 June 25, 1910---------------------------- ------ -- 12, 960 Total------------------------------------------------- 29, 960 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 15,000 cubic yards of material at 11.95 cents per cubic yard was approved July 6, 1909, the date of beginning operations being April 12, 1910, and of completion April 25, 1910. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber............ ........ ..... ............................. 32,370 $971,100 Coal.......... .... ............................................ 17,859 107,154 General merchandise, etc.......................................................... 62,258 6,225, 800 Total.................... ............................... ..... 112,487 7,304,054 Shipments: Agricultural products........................... .................... I......... 11,530 461,200 Canned goods .. .............................................. 9,292 743.360 Poultry and live stock .......... ........... : ........................... 390 78, 000 Fish and oysters.............. ............... ...................... 1,146 75,840 General merchandise, etc................................... ......... .. 396 39, 600 Total ................... ................................ ............. . 22,754 1,398.000 Total receipts and shipments ...... ............... ............... 135,24 8, 702,054 This is an increased tonnage of 2,399 tons over that for 1908. aExclusive of the balance unexpended July 1, 1910. See note to appropriation for Broad Creek River, Delaware. APPENDIX J---REPORT OF COLONEL CASEY. 1331 Vessels sailing and trading in Nanticoke River, Maryland. Class. Number. Aggregate Light Loaded tonnage. draft. draft. Feet. Feet. Steamers........ ....... ..... ........................... 3 1,727 4 6J Sailing vessels and barges ................. .............. 122 12, 500 4 12 J 8. IMPROVEMENT OF BROAD CREEK RIVER, DELAWARE. Dredging for maintenance was begun April 28, 1910, with one clam-shell dredge, and was discontinued May 14, 1910, 14,977 cubic yards of material having been removed, resulting in restoration of the channel to the dimensions of the project wherever necessary. The section covered was from about 1,300 feet below the railroad bridge at Laurel to a point 2,300 feet farther downstream. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement ---------------------------- a $5, 000 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. APPROPRIATIONS. Total to August 11, 1888, from House Executive Document No. 421, Fifty-seventh Congress, second session--. $35, 000 -_________________ July 13, 1892------------------------------------------ 5, 000 August 18, 1894_ ------------------------- b5, 000 June 3, 1896--------------------- 5, 000 March 3, 1899 --------- -- ---------- 5, 000 March 2, 1907---- ---------- ------------- 1, 500 March 3, 1909 (allotted Mar. 29, 1909) --------------------------- 2, 000 June 25, 1910----------------------------------------------- 2, 000 Total-.-- ----------------- --------- 60, 000 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 15,000 cubic yards of material at 11.95 cents per cubic yard was approved July 6, 1909, the date of beginning operations being April 28, 1910, and of completion of the contract May 14, 1910. a Exclusive of the balance unexpended July 1, 1910. b This appropriation was applied to removing bar on Nanticoke River under the terms of the appropriation. 1332 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. These were asked for, but not obtained. J 9. IMPROVEMENT OF WICOMICO RIVER, MARYLAND. Dredging for maintenance was begun February 24, 1910, with one clam-shell dredge, and completed April 8, 1910. Thirty-seven thou- sand eight hundred and thirty-seven cubic yards of material were removed, which resulted in restoring the channel to the dimensions of the project from the drawbridge at Salisbury to a point about 2,400 feet above Fruitland wharf. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement_____________ ________------_ a $3, 000 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. APPROPRIATIONS. Total to July 5, 1884, from House Executive Document No. 421, Fifty- seventh Congress, second session----______... .... ..... $50, 000 September 19, 1890--------------------. - _-...... 10, 000 July 13, 1892 --- .. ---- 6, 500 6------------------------ August 18, 1894--------------------- -----.--.... ....-.... 3, 000 June 3, 1896--------------------------- ........ ..... .------- 3, 700 June 6, 1900-------------------- ...... .... --. 18 June 13, 1902 (allotted Sept. 17, 1902) --- ---- 6, 798 March 3, 1905------------------------- . ---- 5, 000 March 2, 1907------------------- -. 2, 500 March 3, 1909 (allotted Mar. 29, 1909) -....... 5, 000 June 25, 1910-------------------- --._--..........-.--.... ------- _.-- 29, 000 Total - ----------------------- - ..--------------- - 121, 516 CONTRACT IN FORCE. Contract with the River and Harbor Improvement Company for dredging an estimated quantity of 37,700 cuic yards of material at 11.95 cents per cubic yard was approved July 6, 1909; operations were begun February 24, 1910, and discontinued April 8, 1910. a Exclusive of the balance unexpended July 1, 1910. APPENDIX J----REPORT OF COLONEL CASEY. 1333 COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber ............................... ............. ......... 36,647 $1,099,410 Coal.... .. ................. .................................. 21,075 126, 450 General merchandise, etc ...... .. .................................. 80,667 8,066,700 Total................... .................................. 138,389 9,292,560 Shipments: Agricultural products ...................................................... 11,687 467, 80 Canned goods .................. .. ................................. 10, 518 841,440 Poultry and live stock .................................................. 356 71,200 Fish and oysters ..... .......... ................................ 1 265 50, 600 General merchandise, etc ..................... ....................... 62, 768 6, 276, 800 Total ......................................................... 86,594 7,707,520 Total receipts and shipments ............................................. 224,983 17,000, 080 This is an increased tonnage of 2,326 tons over that for 1908. Vessels sailing and trading in Wicomico River, Maryland. J Io. IMPROVEMENT OF CRISFIELD HARBOR, MARYLAND. No dredging was done during the fiscal year, the expenditures having been for an examination of the harbor and proportional allot- ment of office expenses. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for maintenance of improvement___-____________________ a $2, 000 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. APPROPRIATIONS. Total to March 3, 1875, from House Executive Document No. 421, Fifty-seventh Congress, second session $37, 317. 50 -.-..--- March 2, 1907--- --------------------------------------- 37, 707. 00 June 25, 1910-------------------------------- 10, 055. 00 Ttalt1 1 V _ ...--. ..---...----- -. - -...------ 85, 079. 50 CONTRACT IN FORCE. None. a Exclusive of the balance unexpended July 1, 1910. 1334 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 81, 1909. Receipts and shipments. Class. Quantity. Value. Receipts: Long tons. Lumber.... ................................................. 848 $25,440 Coal.............. ........................................................... 783 4,698 General merchandise, etc ....................... .............. ........... 80,151 8,015,100 Total................ ..................................... 81,782 8,045,238 Shipments: Agricultural products .............. ................................ 7,094 283,760 Canned goods ............. ................... .... .............. 1,121 89, 680 Poultry and live stock ..................................................... 222 44,400 Fish and oysters ..................................................... 11,965 478,600 General merchandise, etc.................... ...................... 1,843 184, 300 Total................. .. ................................... 22,245 1,080,740 Total receipts and shipments ............................................ 104,027 9,125,978 This is an increased tonnage of 1,045 tons over that for 1908. Vessels sailing and trading in Crisfield Harbor, Maryland. J II. IMPROVEMENT OF LOWER THOROUGHFARE AT OR NEAR WENONA, DEAL ISLAND, MARYLAND. This is practically a new work ordered in river and harbor act of June 25, 1910. It was formerly partially improved in 1881. No work was done during the fiscal year. APPROPRIATIONS. March 3, 18 81 - - - - - - - - - - - - - - - - - - - - - - - - - - - $5, 000 June 25, 1I i xu v -- - -- - -- ,, 5, 300 - , - , , -- , - , --, , - , -- , - , ,- , -- - -- - -- ----- CONTRACT IN FORCE. None. J I2. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. During the past fiscal year the following wrecks were removed: Wreck of schooner Compact from Salisbury Harbor, Maryland; wreck of schooner Mary A. Kirwan from Tangier Sound, Maryland; wreck of sunken scow from east of Belvedere Shoal, Chesapeake Bay, Maryland; wreck of barge Gertrude from Patapsco River, Maryland; wreck of schooner Sunny South from Chesapeake Bay, Maryland. APPENDIX K. IMPROVEMENT OF RIVERS AND HARBORS IN THE WASHINGTON, DISTRICT OF COLUMBIA, DISTRICT. REPORT OF CAPT. WARREN T. HANNUM, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1910. IMPROVEMENTS. 1. Potomac River at Washington, Dis- 8. Nomini Creek, Virginia. trict of Columbia. 9. Dymers Creek, Virginia. 2. Potomac River below Washington, 10. York, Mattaponi, and Pamunkey District of Columbia. rivers, Occoquan and Carters 3. Anacostia River, District of Co- creeks, Virginia. lumbia. 11. Rappahannock River, Virginia. 4. Potomac River at Alexandria, 12. Urbana Creek, Virginia. Virginia. 13. Harbor at Milford Haven, Virginia. 5. Potomac River at Lower Cedar 14. James River, Virginia. Point, Virginia. 15. Removing sunken vessels or craft 6. Upper Machodoc Creek, Virginia. obstructing or endangering navi- 7. Breton Bay, Maryland. gation. UNITED STATES ENGINEER OFFICE, Washington, D. C., July 20, 1910. SIR: I have the honor to forward herewith annual reports for the fiscal year ended June 30, 1910. for river and harbor works in the engineer district, with headquarters at Washington, D. C. Maj. Jay J. Morrow, Corps of Engineers, was in charge to March 15, 1910, having under his immediate orders Capt. Warren T. Hannum, Corps of Engineers; the latter was in charge since that date to the end of the fiscal year. Very respectfully, WARREN T. HANNUM, Captain, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. K I. IMPROVEMENT OF POTOMAC RIVER AT WASHINGTON, DISTRICT OF COLUMBIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. COMBINED INLET GATES AND BRIDGB, POTOMAC PARK. The amount expended during the year was $28,195.77, of which amount $6,939.09 were outstanding liabilities at the beginning of the year. The total expenditures amounted to $134,578.54, of which 1335 1336 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $95.000 was appropriated under sundry civil act approved May 27, 1908. In addition to the construction of the gates and bridge, 497 feet of sea wall were relocated and constructed, 380 feet having been done in fiscal year 1909; and 515 feet of old sea wall, which had been laid up dry and had settled, were relaid in mortar and raised to 6 feet above mean low water, of which a length of 290 feet was done in fiscal year 1909. The expenditure during this fiscal year was made for the comple- tion of the superstructure, including the ornamental features, the completion of the installation of the lock, curtain, and automatic gates, the relocation and construction of 117 feet of sea wall and relaying in mortar and raising 225 feet of old sea wall, the removal of the cofferdam by sawing off piling at an approximate elevation of 7 feet below mean low water, the removal and storing of the plant, cleaning up the grounds, and the necessary superintendence and office expenses. The gates are completed and the bridge construction is completed, except the installation of electric incandescent lamps, pro- vided by the plans, which will be done during the next fiscal year at a cost of $225. Repairs to four automatic tidal gates for the reservoir outlet were begun during February and completed on March 11, 1910. Two gates were then rebuilt. REPAIRS AND ADDITIONS TO SEA WALL SURROUNDING POTOMAC PARK. The repairs and additions to sea wall other than those cited under the heading of combined inlet gates and bridge, begun on November 13. 1908, and reported in the Annual Report of the Chief of Engineers for 1909, page 1213, as 1,200 linear feet completed on June 30, 1909, were continued throughout the year with the exception of the winter months, December 1, 1909, to March 14, 1910. The work to date has resulted in building 100 feet of wall, 117.1 cubic yards of building stone and 308.1 cubic yards of riprap being used, across the mouth of the old Seventeenth street sewer canal; in tearing down and rebuild- ing that portion of the wall (3,340 linear feet) which had not been previously torn down and rebuilt on the Washington channel bound- ary of the park; in repairing and raising 260 linear feet of wall adjacent and southwest of the outlet gates of the tidal reservoir; in tearing down and rebuilding the wall from the extreme lower end of Potomac Park facing the Virginia channel for a distance of 3,750 linear feet upstream; and in making an addition of 152 feet of wall across the " Landing basin " of the tidal reservoir. Summing up the work, 7,602 linear feet were built and repaired and 252 linear feet of riprap foundation were placed for the new wall across the " Landing basin " and the mouth of the Seventeenth street sewer. A force of 15 to 33 men (hired labor) was employed, and the mate- rials used were 671 cubic yards of riprap foundation, placed under open-market agreements at the average cost of about $1.72 per cubic yard; 152.8 cubic yards of building stone delivered at the "Landing basin " at $2.85 per cubic yard under open-market agreement; 3,190.5 cubic yards of building stone (less 280.3 cubic yards on hand July 1, 1910) delivered at the localities at $2.20 per cubic yard under con- tracts; 600 cubic yards of building stone from the demolition of the APPETDIX X---RtPORT OF CAPTAIN HANNUM. 1337 piers for the old navy-yard bridge at a cost of $519.93 for furnishing scows, transportation, and unloading at the localities; about 50 cubic yards of building stone furnished and delivered by the Office of Pub- lic Buildings and Grounds without cost to this improvement; 1,989.5 barrels of cement delivered at the storehouse, of which 1,178 barrels were furnished under contract at $1.471 per barrel and 950 barrels (58k barrels used on other works and 80 barrels on hand July 1, 1910) were furnished under contract at $1.37 per barrel; about 600 cubic yards of sand excavated and taken off of the Potomac Park by hired labor (the incidental cost thereto is included in hired-labor charge). Summing up results, 7,602 linear feet of sea wall has been repaired or rebuilt, 1,200 linear feet in the fiscal year 1909, and 6,402 linear feet in the fiscal year 1910; 671 cubic yards of riprap, 3,813 cubic yards of building stone, 1,989.5 barrels of cement, and about 600 cubic yards of sand having been used, at the cost, including labor and incidentals, of $27,464.41, which makes the unit cost of about $3.61 per linear foot. The approved design of sea wall has riprap founda- tion from 10 feet below to mean low water; has a base 4 feet wide; is laid in cement mortar, one cement to two sand; has a height of 6 feet above mean low water, with a top width of 3 feet and the batter on the river facing. MISCELLANEOUS WORK. Incidental to turning over the upper portion of the park to the office of public buildings and grounds, it was necessary to provide for the removal of the wharf and storehouse attached to this district located at Easbys Point. Authority was granted by the department for such removal on February 16, 1909. The new location thereby designated was about a 2-acre site adjacent to the Washington chan- nel and immediately below the railroad embankment. Work was begun upon this project on April 2, 1909, but little work was done on this project during the fiscal year 1909 (see Annual Report of the Chief of Engineers for 1909, pages 1212 and 1213). The wharf was completed, buildings moved, water and sewerage connections made by August 16, when the new location was occupied and Easby Point was abandoned and put under control of the cffice of public buildings and grounds, thereby giving that office control over the whole section of Potomac Park lying westward of the railroad embankment. From August 16, 1909, to June 30, 1910, buildings were repaired and painted, the site was fenced, a privet hedge and trees were set out, grading was done, the field office building and cement shed were moved from the inlet gates and placed on foundation, and the lot was seeded down in grass. This work is now completed; having cost $2,785.54 ($360.99 during the fiscal year 1909 and $2,424.55 during the fiscal year 1910) and was divided by charging $1,056.40 to im- proving Potomac River at Washington, D. C., $820.02 to improving Anacostia River, District of Columbia, and $909.12 to improving Rappahannock River, Virginia. The demolition of the piers for the old navy-yard bridge, having charged $519.93 to this improvement for the building stone derived therefrom, is described under work done during the fiscal year 1910 on the Anacostia River. It having been found necessary to establish harbor lines for port of Georgetown, District of Columbia (West Washington), a survey 1338 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the port was made during February and March, and a public hear- ing was given to interested -parties on May 19. The final report on the harbor lines with recommendation will be submitted during the next fiscal year. The winter was comparatively mild. Ice began to form on Decem- ber 21, and the river was frozen over from December 28 to 31, but navigation was not suspended. Only one freshet occurred, on June 18, reaching the inconsequential height of 6.1 feet above mean low water. EXPENDITURES. The total expenditure during the fiscal year was $56,135.19, dis- tributed as follows: Potomac River at Washington, D. C. Improve- Mainte- Total. ment. nance. Repairing sea wall, tidal reservoir, and rebuilding sea wall along Washington and Virginia channels............................... $21,266.02 $21,266.02 New sea wall, landing basin, tidal reservoir ................ .... $.2, 060.74 ............ 2, 060.74 Construction of inlet gates and incidentals ............. ...... 28,195.77 ............ 28,195.77 Building new wharf, and incidentals ................ ................. 796.16 796.16 Demolition of old navy-yard bridge............. ............ -................... 519.93 519.93 Repairs to outlet gates..... .... ............... ............ ............ 874.11 874.11 Establishment of harbor lines, Georgetown, D. C .................. ........... 402.00 402.00 Care of property ........... ........................................ 751.71 751.71 Repairs to plant . .......................... ........ ............................ 136.64 136.64 Engineering, clerical, maintenance of office, contingencies, and miscellaneous .. .......... ................................... I........ 705.10 705.10 Maintenance of U. S. steam launch General Warren, and incidentals. ............ 427.01 427.01 Total.............. ....................... 30, 256.51 25,878. 68 56,135.19 Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement ------------------------ $30, 000 For maintenance of improvement .-------------------- 30, 000 - a $00, 000 Submitted in compliance with requirementy of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. APPROPRIATIONS. POTOMAC RIVER. Previous projects (see H. Doc. No. 421, 57th Cong., 2d sess., p. 354)-------- -------------------------------------$291, 500. 00 Present project: August 2, 1882-------------------------------------- 400, 000. 00 July 5, 1884----------------------------------------- 500, 000. 00 August 5, 1886 -------------------------- -- 375, 000. 00 August 11, 1888 ---------------------- --- 300, 000. 00 September 19, 1890111111111111111110 1260, 000. 00 July 13, 1892 --------------------------------------- 200, 000. 00 August 18, 1894------------------------------------- 150, 000. 00 a Exclusive of the balance unexpended July 1, 1910. bOf this sum $291.39 of the appropriation of 1849 was covered into the surplus fund of the Treasury. APPENDIX K--REPORT OF CAPTAIN HANNUM. 1339 Present project-Continued. June 3, 1896 $100, 000. 00 ___------------------------------ March 3, 1899 (appropriated, $100,000; allotted June 3, 1899, Potomac River below Washington, $26,000) --------------- 74, 000. 00 June 13, 1902 ------------------------------ 75, 000. 00 April 28, 1904 (allotted June 10, 1904) --------------------- 50, 000. 00 March 3, 1905__---------- ---------------------- 50, 000. 00 March 2, 1907------------ --------------------------- 258, 000. 00 March 3, 1909 (allotted Mar. 23, 1909) -------------------- 25, 000. 00 June 25, 1910-- ...--------------------------------- 180, 000. 00 Total-------------------------------- ---------------- 2, 997, 000. 00 Amount received from sale of blueprints -------------------- .50 Amount received from sale of condemned property---------- 231. 33 Amount received from judgment recovered----------------- 235. 71 Total ----------------------------------------- 2, 997, 467. 54 TIDAL GATES, POTOMAC PARK. May ,27, 1908---------- --------------- ------------------ 25, 000. 00 Aggregate ------------------- ------------- 3, 313, 967. 54 CONTRACTS IN FORCE. Contractor: L. E. Smoot, of Washington, D. C., for furnishing and delivering sand and gravel. Amount: 3,800 cubic yards of gravel and 3,000 cubic yards of sand. Date of contract: July 11, 1908. Approved: July 22, 1908. Date for commencement: August 5, 1908. Date for completion: Delivery as required. Final payment was made Decem- ber 14, 1909. Rate: Gravel, 65 cents per cubic yard; sand, 40 cents per cubic yard. Demurrage of $5 per day for scows held over 48 hours. Contractor: National Mortar Company, of Washington, D. C., for furnishing, delivering, and piling cement, Amount : 7,000 barrels. Date of contract: July 8, 1908. Approved: July 15, 1908. Date for commencement: August 17, 1908. Date for completion: Delivery as required. Final payment was made Jan- uary 19, 1910. Rate: $1.471 per barrel. Allowance for return of sacks: Serviceable, 7J cents; repairable, 5J cents. Contractor: Columbia Granite and Dredging Corporation, of Washington, D. C., for furnishing building stone. , (Emergency contract.) Amount: 2,000 cubic yards. Date of contract: April 6, 1909. Date for commencement: On or before May 6, 1909. Date for completion: October 6, 1909. Extended. Final payment was made May 20, 1910. Rate: $2.20 per cubic yard. Contractor: G. & W. Manufacturing Company, of New York, N. Y., for fur- nishing and installing lock and curtain gates with operating mechanism. Amount: One set lock gates and 8 curtain gates. Date of contract: April 22, 1909. Approved: May 6, 1909. Date for commencement: May 30, 1909. Date for completion: September 10, 1909. Extended. Final payment was made December 7, 1909. Rate: $8,997. 1340 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Contractor: National Mortar Company, of Washington, D. C., for furnishing cement. Amount: 2,000 barrels (40 per cent, more or less). Date of contract: April 11, 1910. Approved: April 23, 1910. Date for commencement: May 19, 1910. Date for completion: Delivery as required. Rate: $1.37 per barrel. Allowance for return of sacks: Serviceable, 7T cents; repairable, 6 cents. Contractor: Columbia Granite and Dredging Corporation, of Washington, D. C., for furnishing building stone. Amount: 2,500 cubic yards (40 per cent, more or less). Date of contract: April 11, 1910. Approved : April 27, 1910. Date for commencement: May 2, 1910. Date for completion: Delivery, 300 cubic yards per month. Rate: $2.20 per cubic yard. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Coal .................................. 226,952 Paving blocks........................ 1,386 Fertilizer.............................. 3, 455 Plaster......... ................. ... 350 Fish (food). .................... ... 1,000 Sand and gravel... ................. 246,147 General merchandise. ................ 86,341 Shingles............................ 564 Ice................................... 16, 354 Shells (oyster) ........................ 625 Lath.................................. 3,756 Stone (building)..................... 21,253 Lumber ............................... 31,781 Stone (riprap)........................ 1,500 Manure............................... 80 Wood ............................. 28,000 Oil, gasoline, etc ......................... 21,513 Oysters............................... 10,850 Total........................... 701,907 Arrival of vessels, calendar year 1909. Class. Number. Gross ton- nage. Steamers drawing from 5 to 15 feet .................................... .......... 1,575 600,000 Tugs drawing from 5 to 12 feet......... .............................. 1,500 450,000 Sailing vessels drawing from 10 to 21 feet.... ................ ............ 175 300,000 Sailing vessels drawing from 4 to 10 feet ......................................... 1,600 250,000 Barges and scows drawing from 4 to 12 feet ...................................... 3, 800 550,000 Coal barges drawing from 16 to 18 feet ............................... ...... 32 35,000 Launches drawing from 2 to 5 feet............................................... 9,000 99, 000 Total.................. ............................ .......... 17,682 2,284,000 K 2. IMPROVEMENT OF POTOMAC RIVER BELOW WASHINGTON, DISTRICT OF COLUMBIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. A survey of the shoals, through which channels have been dredged, was begun on June 11 and was completed on June 29, the incidental expenditure thereto being $603.25. The approved project being completed, no estimate of funds is submitted, APPENDIX K--REPORT OF CAPTAIN ~IANNUM. 1341 APPROPRIATIONS. March 3, 1899 (by allotment June 3, 1899, from appropriation of $100,000 for improving Potomac River, etc.) ------------------- $26, 000 June 6, 1900-------------------------------------------------- 52, 000 March 3, 1901--------------------------------------------- 98, 000 March 3, 1905---------------------------------- --- 10, 000 ---------- Total---------------------------------- ------------------ 186, 000 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Asphalt ................................ 1,583 Live stock............................ 450 Barrels............................... 78 Lumber ...................... ... 4,610 Bones................................ 925 Manure ............................ 80 Bottles.............................. 12,600 Meal ............... ......... 406 Brick clay......................... 61,000 Navy Department ................... 33,612 Bricks .............. ............... 15, 555 Oil, gasoline, etc ................. ... 50,870 Canned goods......................... 3,750 Oysters .......................... 18,000 Cement and lime. ..................... 250 Paving blocks....................... 8,445 Coal ................................... 163,750 Piles.................................. 975 Crabs............... ................ 225 Plaster......................... 350 Farm produce...................... 11,030 Railroad ties ...................... 87,350 Fertilizer................. ......... 56,310 Sand and gravel ................... 547,130 Flour...................... .... 1,375 Salt .... 435 43...................... Fish (food)_......... ............ 5,435 Shells (oyster) ....................... 625 General merchandise ................ 199,160 Shingles........................... 564 Grain ................................ 4, 375 Ship timber ......................... 600 Groceries.. . . ....... ........... 6.0.:... 60 Stone....................... .. 1,800 Hay............................... 235 Tobacco...................... 600 Ice.................... .............. 29, 200 Wood............................. 52,490 Iron and steel ................. ... 210 Lath... ................ 3,830 Total....................... 1,430,788 Lime ................................ 460 Arrival of vessels, calendar year 1909. Class. Number. Gross tonnage. Navy vessels drawing from 10 to 22 feet............... ................... .......... 28 40,000 Steamers drawing over 16 feet...... ...................................... 110 330,000 Steamers drawing less than 16 feet .... ................................ 3, 722 1,552,781 Tugs-...... ........................ ............................... 4,500 630,000 Sailing vessels drawing from 10 to 21 feet ............................. 177 303, 400 Sailing vessels drawing less than 10 feet ......... ...................... .... 2, 530 356,335 Coal barges drawing from 16 to 18 feet .......... ..... ................. . 32 35,000 Barges and scows drawing from 4 to 21 feet ................................. 6,888 1,074,675 Launches drawing from 2 to 5 feet..................... ......................... 14, 725 157,500 ............................. Total........................................ 32, 712 4,479, 691 K 3. -IMPROVEMENT OF ANACOSTIA RIVER, DISTRICT OF COLUMBIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. FLATS AND RECLAIMED AREA. A history and description of results accomplished and the benefits to be derived from the reclamation of the flats is given in the Atnual Report of the Chief of Engineers for 1909, page 1218. 1342 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of the fiscal year was on the project for reclaimed area and foundations for masonry sea wall incidental thereto, and consisted in 61,484 cubic yards of dredging for 7,650 linear feet of embank- ments and alignment, and in raising 3,200 linear feet of wall founda- tions by the placing of 6,333.3 cubic yards of riprap. The dredging was done under open market agreements and otherwise, and the rip- rap was furnished and placed under contract and otherwise, as follows: (A) DREDGING, ETC. Open market agreement with the Miner Engineering Company, dated June 10, 1909, 6,484 cubic yards between July 1 and 3, 1909 (22,320 cubic yards excavated during last fiscal year was paid for dur- ing this fiscal year). Open market agreement with John H. Miller, dated July 15, 1909, about 10,000 cubic yards between July 20 and September 14, 1909. Lease with John H. Miller dated April 11, 1910, about 30,000 cubic yards between April 16 and June 30, 1910. Under permits to private parties in connection with the disposal of dredged spoils excavated from wharves, docks, and slips of the port of Washington, D. C., about 15,000 cubic yards. (B) RAISING WALL FOUNDATIONS. Contract with the Columbia Granite and Dredging Company, dated April 19, 1909, 2,976.9 cubic yards, raising 1,500 linear feet of wall, between July 1 and September 1. Open market agreement with the Columbia Granite and Dredging Company, dated August 31, 1909, 2,971.4 cubic yards, raising about 1,500 linear feet of wall between September 1, 1909 and April 5, 1910. Demolition of the piers of the old navy-yard bridge, 385 cubic yards, between September 22 and December 14. MISCELLANEOUS WORK. The demolition of the piers of the old navy-yard bridge was done under direction and contract entered into by the Commissioners of the District of Columbia. This office agreed to furnish scows, transporta- tion, and unload the stone obtained therefrom. The removal of 8 piers covered by contract was begun on September 22, and completed on December 14, 1909; about 985 cubic yards were obtained, of which 600 cubic yards were used for building stone in the masonry sea wall of Potomac Park, and 385 cubic yards were used for raising sea wall foundations on the Anacostia River. The removal of the four remain- ing piers was done under direction of this office by hired labor, between February 3 and March 9; about 200 cubic yards were obtained and were used for building stone in the masonry sea wall of Potomac Park. The total cost incidental to this work was $1,060.18 which was divided, charging $540.25 to Anacostia River and $519.93 to Potomac River. The wooden flume at Poplar Point for the drainage of Stickfoot Branch was repaired during December. For the charge for the construction of new wharf, Washington, D. C., shown in the expenditures for the year, see reports under work done during the year on improving Potomac River-at Washington, D.C. APPENDIX K--REPORT OF CAPTAIN HANNUM. 1343 EXPENDITURES. The total expenditure during the fiscal year, $20,140.87, was ap- plied to maintenance and distributed as follows: Dredging, etc., Miner Engineering Company's open market agreement of June 10, 1909, and incidentals __________--___________ $3, 550. 81 Dredging, etc., John H. Miller's open market agreement of March 3, 1909, and incidentals -------------------------------------- 563. 08 Dredging, etc., John H. Miller's open market agreement of July 15, 1909, and incidentals--___--- ------- ________ 1, 211. 25 Dredging, etc., John H. Miller's lease of April 11, 1910, and incidentals 1, 287. 17 Riprap, etc., Columbia Granite and Dredging Corporation's contract of April 19, 1909, and incidentals____-.... - -______ 6, 703. 33 6______ Riprap, etc., Columbia Granite and Dredging Corporation's open mar- ket agreement of August 31, 1909, and incidentals 3, 958. 28 Riprap, etc., demolition of piers of old navy-yard bridge, and incidentals--------- ___------__ __-------____-- -- 540. 25 Repairs to wooden flume, drainage of Stickfoot Branch-------------... 112. 25 Construction of new wharf at Washington, D. C--------- ----- 820. 02 Engineering, clerical, contingencies and miscellaneous__-- - ----- 845. 45 Maintenance of U. S. S. launch General Warren_----- . ----- - 548. 98 Total------------------------------------ 20, 140. 87 Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement_---- -------- _ $210, 000 For maintenance of improvement...---------- --------- 20, 000 - a $230, 000 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. APPROPRIATIONS. Previous projects: September 19, 1890 (allotment from appropriation for improving Potomac River) ---------- -------------------- 000 $-------20, Existing project : June 13, 1902-------------------------------- ------------- 150, 000 March 2, 1907----------------- ---------------------- 127, 000 March 3, 1909 (allotted Mar. 23, 1909) ----------------------- 10, 000 June 25, 1910------------------------------------------ 230, 000 Total-- ------------------ --------------------- b 517, 000 Aggregate ---------------------- ---------------- 537, 000 CONTRACTS IN FORCE. Contractor: Columbia Granite and Dredging Corporation, of Washington, D. C., for furnishing and placing riprap stone. Amount: 5,000 cubic yards. Date of contract: April 19, 1909. Approved: April 28, 1909. Date for commencement: On or before May 19, 1909. Date for completion: September 19, 1909. Final payment was made Septem- ber 10, 1909. Rate: $1.271 per cubic yard. a Exclusive of the balance unexpended July 1, 1910. b The unexpended balance of allotment from appropriation of September 19, 1890, $1,463.06, was applied to the existing project. Total for existing project, $518,403.06. 1344 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Asphalt ................................ 1,583 Paving blocks ......................... 8,445 Brick................................ 12,790 Railroad ties ........................ 750 Brick clay............................. 61,000 Sand and gravel.................... 262,280 Coal, bituminous....................... 17,103 Stone................................. 17,095 Lath......................... ...... 71 Wood............................. 7,148 Lumber................................... 7,564 Naval ordnance and supplies............ 33,612 Total........................... 450,213 Oil, gasoline, etc ...................... 20,772 Arrivals of vessels, calendar year 1909. Class. Number. Gross ton- nage. Navy vessels drawing from 10 to 22 feet........................................ ........ 28 40,000 Tugs drawing from 6 to 10 feet......... .............................. 3,000 180,000 Sailing vessels drawing from 4 to 15 feet .......................................... .. 130 25,000 Sailing vessels drawing from 15 to 20 feet ......................................... 2 3,400 Barges and scows drawing less than 12 feet.... .... ............................. ....... 2,800 420,000 Launches drawing from 2 to 5 feet .................................................. 5,000 55,000 Total...................................................................... 10,960 723,400 K 4. IMPROVEMENT OF THE POTOMAC RIVER AT ALEXANDRIA, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The initial appropriation having been made on June 25, 1910, no work was done and no expenditure was made during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement-------------------------- $56. 000 For maintenance of improvement---------------------- 2, 000 a $58, 000 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. APPROPRIATIONS. June 25, 1910---------------------------------- ---------------- $60, 000 CONTRACTS IN FORCE. None. a Exclusive of the balance unexpended July 1, 1910. APPENDIX K---REPORT OF CAPTAIN HANNUM. 1345 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. 4 Tons. Tons. Bricks........................... 1,520 Oil, gasoline, etc.................... 8, 420 Canned goods.......................... 1,624 Oysters............................. 2, 320 Cement.............................. 235 Railroad ties......... ........... 31,750 Coal, anthracite ...................... 12,300 Sand and gravel....................... 38,700 Coal, bituminous. .................... 33,298 Salt. .. ............ ............. 210 Fertilizer.......... .... ,............ Wood.............................. 53,127 2,715 Flour.. .............. ............. 931 Bottles............................ 12,600 Fish (food)..... ................ 3,910 Bones.................................. 925 General merchandise ............ ...... 99,946 Barrels............................... 78 Grain.......................... 2,110 Meal................................ 406 Ice............... ............. 12,659 Lumber ..................... .... 11,265 Total .......................... 331,049 Arrival of vessels, calendar year 1909. Class. Number. Gross ton- nage. Steamers drawing over 16 feet............................................................. 110 330,000 Steamers drawing from 10 to 15 feet.................................................. 1,756 1,053,600 Steamers drawing under 10 feet.... .......................................... 2,451 980,400 Sailing vessels drawing over 16 feet.............................................. 85 144,500 Sailing vessels drawing from 10 to 15 feet .......................................... 91 36,400 Sailing vessels drawing under 10 feet.................................... 1,043 198,170 Barges and scows drawing from 16 to 20 feet ................................ 24 24,000 Barges and scows drawing under 16 feet....... ........... ...... ............... 1,246 186,900 Launches drawing under 6 feet................. ...................................... 7,500 75,000 Total.......... ..... ....................... ................ 14,306 3,028,970 K 5. IMPROVEMENT OF THE POTOMAC RIVER AT LOWER CEDAR POINT, MARYLAND. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The initial appropriation having been made on June 25, 1910, no work was done and no expenditure was made during the fiscal year. I am of the opinion that the locality is worthy of maintenance of the improvement provided for by the funds in hand, which are sufficient to complete the project. APPROPRIATIONS. June 25, 1910-------------------------------------- $13, 300 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Brick ............................ 24 Iron .................................. 9 Coal.................................. 144 Lime......... ....................... 4 Farm produce ......................... 15 Lumber..... ......................... 36 Flour.......45 Oil, gasolinet ...................... 3 General merchandise................... 929 Salt.................................. 21 Groceries........................ ....... ... 42 Hay........ .... ...................... 6 Total........... ................ 1,278 56932°-ENG 1910----85 1346 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Arrival of vessels, calendar year 1909. Class. Number. Gross tonnage. Steam vessels drawing from 6 to 8 feet ........................................ 846 311,328. Sailing vessels drawing from 6 to 8 feet....... .. ......................... 200 65,000 Barges .......................................................... ..... .. 1 800 Launches.................................................... .............. 50 1,000 Total... .......................................... ................. ........ 1,097 368,128 K 6. IMPROVEMENT OF UPPER MACHODOC CREEK, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The initial appropriation having been made on June 25, 1910, no work was done and no expenditure was made during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912, for works of improvement------------------------------------- $13, 200 Submitted in compliance with requirements of sundry civil act of June 4, 1897. APPROPRIATIONS. June 25, 1910--------------------------------------------------- $10, 000 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Farm produce............ ........... 2,150 Railroad ties ...................... 4,000 Fertilizer.......... ............... 223 Wood .................. ....... 1,500 General merchandise ................... 350 Grain.................................. 325 Total.......................... 8,578 Oil, gasoline, etc ...................... . 30 Arrivals of vessels, calendar year 1909. Class. Number. tonnage. Steamers drawing from 4 to 6 feet ..... ................................... 595 202, 345 Saling vessels drawing from 4 to 61 feet............................................ 85 3, 585 Barges................. ........ .................................................. 2 2,000 Total.................................. ................................... 682 207,930 a Exclusive of the balance unexpended July 1, 1910. APPENDIX K---REPORT OF CAPTAIN HANNUM. 1347 K 7. IMPROVEMENT OF BRETON BAY, MARYLAND. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. A contract for dredging was awarded on July 19 to the Miner Engineering Company, whose proposal was lowest of those received, and opened on July 2, at the price of 11 cents per cubic yard. The work under this contract was done between July 21 and July 30 by hydraulic dredge Grey Eagle. The dredge was in operation on a 12-hour per day basis until the 24th, and thereafter worked con- tinuously until completion of work on the 30th, the following results being obtained: Channel redredged, 3,000 by 170 by 10 feet; amount of material excavated, 13,207 cubic yards; actual time of dredging, 106.5 hours; average rate of excavation, about 124 cubic yards per hour, the dredged material being deposited through a discharge pipe upon the adjacent flats at least 500 feet from the improved channel. The cost of this work, including inspection, surveys, and incidentals, was $1,834.97. The cost for necessary repairs to U. S. steam launch General Warren, completed on September 9, amounting to $1,335.09, and also the item for maintenance of the launch, amounting to $83.27, was charged to this locality. The total expenditure was $3,779.37, all of which is charged to maintenance, and the balance unaccounted for above, amounting to $526.04, was expended for engineering, contingencies, and miscellaneous. CONTRACTS IN FORCE. Contractor: Miner Engineering Company, of Norfolk, Va., for dredging. Amount: 12,000 cubic yards (30 per cent, more or less). Date of contract: July 19, 1909. Approved: August 18, 1909. Date of commencement: July 21, 1909. Date for completion: June 20, 1910. Final payment was made February 28, 1910. Rate: 11 cents per cubic yard. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Bricks .............................. 650 Lime......2....................... 200 Canned goods ...... ................ 20 Live stock........................... 200 Coal............................ 200 Lumber ....................... ... 600 Crabs................................. 50 Oil, gasoline, etc ...................... 8 Farm produce......................... 500 Oysters ............... .......... 1, 600 Fertilizer ......................... 900 Railroad ties........ ....... 800 Flour.................................. 150 Stone....................... ...... 1,800 General merchandise ......... ......... 1,000 Tobacco........................ ... . 400 Grain......... . .................... 685 Wood............. ..................... 1,500 ............................ 150 Tlay Ice.......... ........... 125 Total........................ 11,668 Iron....................... . 130 II-~~~~~~~~~~~~~ - I~-L .....-- 1- 111 ~ I r. - 1348 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Arrivals of vessels, calendar year 1909. Number. Gross tonnage. Class. Steamers drawing less than 7 feet................................................ 50 1,500 Steamers drawing from 7 to 10 feet............................................. 312 284,928 Sailing vessels drawing less than 10 feet ........................................... 100 7,000 Launches... ................ .... ..................................... 25 125 Total .................... ...... ......... ............. ............ 487 293,553 K 8. IMPROVEMENT OF NOMINI CREEK, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. No work was done. The expenditure during the fiscal year, amounting to $313.48, ap- plied to maintenance, was for engineering and inspection incidental to work done during the last fiscal year under contract with the Chesapeake Stevedore Company. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement_ --- ____ - - ___-- -_ $5, 000 For maintenance of improvement_---------------__ 3, 000 a8, 000 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. APPROPRIATIONS. March 3, 1873_______----- $10,000 August 18, 1894 $__----____ $5, 000 June 23, 1874__ --------- 6, 000 June 3, 1896__--- ___-_____ 2, 500 March 3, 1875__------------ 5, 000 March 3, 1899---------- 10, 000. March 3, 1879--------------2, 500 March 3, 1905______________ 4, 000 June 14, 1880--------------5, 000 March 2, 1907--- .5, 000 March 3, 1881_______________ 2, 000 March 3, 1909 (allotted Mar. August 2, 1882 _______----_ 2, 000 23, 1909)-----------------4, 000 August 11, 1888____________ 5, 000 June 25, 1910_ .________ 5, 000 September 19, 1890_____ 5, 000 July 13, 1892-------------- 10,000 Total ---------------- 88,000 CONTRACT IN FORCE. Contractor: Chesapeake Stevedore Company, of Baltimore, Md., for con- structing and repairing riprap jetties. Amount: 300 cubic yards. Date of contract: June 2, 1909. Approved: June 16, 1909. Date for commencement: July 17, 1909. Date for completion (including construction and repair of riprap Jetties in Urbana Creek and Rappahannock River, Virginia): February 17, 1910. Final payment was made September 21, 1909. Rate: $2.60 per cubic yard. a Exclusive of the balance unexpended July 1, 1910. APPENDIX K--REPORT OF CAPTAIN HANNUTM. 1349 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Bricks ............................. 150 Live stock ...................... 100 Cannd goods .............................. 1,400 Lumber ....................... .. 2,000 Coal ................................. 135 Oil, gasoline, etc................. .... 50 Crabs.................................. 100 Oysters..........0............ 2,000 Farm produce .................... 5,500 Piles ................................. 50 Fertilizer .......................... 1,000 Railroad ties ...................... 1,000 Flour................................ 100 Salt.............. .................... 100 Fish (food).. ..................... 300 Ship timber.......................... 400 General merchandise .............. 6, 000 Wood.......................... 6,000 Grain.................................. 800 Lime................................. 100 Total.......................... 27,285 Arrivals of vessels, calendar year 1909. Class. Number. tosse. tonnage. Steamers drawing less than 10 feet of water................................. 250 138,580 Sailing vessels drawing less than 10 feet .................................... 400 15,000 Barges and scows ............. .. ....................................... 30 70,000 Launches ...................... .. .......................... 400 1,750 Total.............. ......................... .............. 1,080 225,330 K g. IMPROVEMENT OF DYMERS CREEK, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The initial appropriation having been made on June 25, 1910, no work was done and no expenditure was made during the fiscal year. I am of the opinion that the locality is worthy of maintenance of the improvement provided for by the funds in hand, which are suffi- cient to complete the project. APPROPRIATION. June 25, 1910--------------------------------------------------- $9, 000. 00 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Coal................................. 7, 500 General merchandise.................. 500 Fish (food).. ................... 250 Fish (fertilizer)........................ 9, 620 Total......................... 23,120 Fish oil .................. ............ 5, 250 1350 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Arrivals of vessels, calendar year 1909. Class. Number. Gross tonnage. Steamers drawing from 9 to 13 feet ............... .. ................... 800 192, 000 Sailing vessels drawing from 3 to 14 feet .......... ............................ 50 15,500 Barges and scows ....................................................... ... 4 1,600 Total...................... ........... ................. ... 854 208,100 K io. IMPROVEMENT OF YORK, MATTAPONI, AND PAMUNKEY RIVERS AND OCCOQUAN AND CARTERS CREEKS, VIRGINIA. (A) YORK RIVER. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The reconstruction of the West Point dike, which was in progress at the end of the previous fiscal year, was continued to completion on April 30, fully 20 per cent of the available working time being lost on account of stormy weather, high seas, and tides. The result of the work was the reconstruction of 5,032 linear feet of dike by placing and securing 383,133 feet b. m. of lumber. The aggregate of this work for the fiscal years 1909 and 1910 is the reconstruction of 8,224 linear feet of dike, begun December 17, 1908, completed April 30, 1910, by placing and securing 593,092 feet b. m. lumber. The survey of the channel through West Point bar, made on May 17 and 18, showed a channel 300 feet wide and 18 to 21 feet deep. The ruling depth in the river is now 21 feet. The United States plant employed on the dike was painted and repaired during the year. The United States snag boat, a combined steam pile driver and derrick boat, had been used continuously for snagging and building timber dikes on the rivers of this district since its construction in July, 1891, and as the continuation of this service is required, and as the hull had become so deteriorated as to be unsafe, it was deemed advis- able to rebuild the boat, transferring the house, machinery, and ap- pliances to a new hull. The construction of the new hull was begun on May 21 under authority of the Chief of Engineers March 5, 1910, by hired labor, the materials being purchased in the usual manner. The cost of the new hull, including the transfer of house, machinery, and appliances, will not exceed $5,000 and will be approximately divided thus: Thirty per cent to improving the Rappahannock River, Virginia, and 70 per cent to the consolidated appropriations of the York, Mattaponi, and Pamunkey rivers, and Occoquan and Carters creeks, Virginia. To date the work has been in progress and is about 50 per cent completed. The total expenditure during the fiscal year was $16,993, which was applied to maintenance and divided as follows: Reconstruction of West Point dike by government plant and hired labor, including ma- terials and incidental expenses, $14,403.98; repairs to plant, $360.77; construction of a new hull for snag boat, hired labor, and materials, $85.50; engineering, survey, mapping, estimates, contingencies, and miscellaneous, $1,374.59; and maintaining the services of the steam launch General Warren, attached to this office, $768.16. APPENDIX K---REPORT OF CAPTAIN HANNUM. 1851 HISTORY OF NAVIGATION. By the survey made pursuant to the act of March 8, 1879 it was ascertained that a 24-foot depth could be carried up the York River for a distance of 32 miles to Potopotank bar, over which the ruling depth was 18 feet; thence 22 feet could be carried for an additional distance of 9 miles to West Point bar, the only other obstruction to navigation, which had a least depth of 15j feet, the mean range of tide being about 3 feet. West Point, at the head of the York River, had before the time of the survey become a terminal for the Southern Railway. The report of the survey states that 1,000 bales of cotton were shipped per day; the annual tonnage amounted to about 700,000 tons; there were steamers plying daily to Baltimore, triweekly to New York, and biweekly to Providence and Bostoh; shipments of cotton were made in foreign hulls to Liverpool and other foreign cities. This commerce was aided materially by the improvement begun in 1880 and reached its maximum in 1890. After this date other ter- minals in the neighborhood of Norfolk, Va.,. were established, to the detriment of the tonnage of this harbor, and in 1897 all railroad ship- ments of cotton, tobacco, etc., were deflected entirely from this point to the new terminal in the vicinity of Norfolk; and coincidentally the large steamers, with the exception of the one to Baltimore, were re- moved and foreign shipments ceased. At the present time there is a steamer running triweekly to Balti- more. The tonnage has decreased to 100,000 tons or less per year. The available depth, 20 feet, being sufficient for present and pros- pective commerce, it is my opinion that this river is not worthy of further improvement. The available funds being sufficient for maintenance of improve- ment, no estimate of funds is submitted for the fiscal year 1912. APPROPRIATIONS. June 14, 1880-------------------------------------$10, 000, 00 March 3, 1881 ----------------------------------- 25, 000. 00 August 2, 1882-------------------------------------25, 000. 00 July 5, 1884---------------------------------------20, 000. 00 August 5, 1886------------------------------------- 18, 750. 00 August 11, 1888------------------------------------ 30, 000. 00 September 19, 1890--------------------------------- 30, 000. 00 July 13, 1892 ------------------------------------ 35, 000. 00 August 18, 1894------------------------------------20, 000.00 June 3, 1896-------------------------------------- 16, 000. 00 March 3, 1899---------------------------------- ---- 10, 000.00 June 13, 1902 (allotted) ----------------------------- 2, 176. 98 June 13, 1902 (emergency allotment, June 6, 1904) ----- 5, 000. 00 June 25, 1910 (allotment) --------------------------- 17, 000. 00 263, 926. 98 Amount transferred to consolidated appropriation un- der act of June 13, 1902---------------------------- 167. 03 " $263, 759.95 March 3, 1905 (allotted July 28, 1905) --------------------------- 3, 111.91 March 2, 1907 (allotted Apr. 1, 1907) --------------------------- 7, 000. 00 March 3, 1909 (allotted Mar. 23, 1909) --------------- $23, 000. 00 April 10, 1910 (transferred to allotment for Mattaponi River of Mar. 23, 1909) --------------------------- 1, 000. 00 22, 000. 00 295, 871. 86 1852 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRACT IN FORCE. Contractor: R. P. Clarke Company, of Alexandria, Va., for lumber. (Emer- gency contract.) Amount: 401,050 feet, b. m. Date of contract: May 27, 1909. Date for commencement: June 26, 1909. Date for completion: November 27, 1909. Extended. Final payment was made May 10, 1910. Rate: $17.80 per M feet, b. m. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Canned goods........................ 1,677 Mine props .......................... 3, 500 Farm produce..... ................. 3, 417 Railroad ties ........................ 1,077 Fertilizer... .................. .. .. 3,861 Tobacco ........................... 8, 960 General merchandise .................. 37,983 Wood.... ...................... 4,575 Oysters, fish, and crabs ............... . 8, 309 Lumber .... ...................... 11,780 Total.......................... 85,139 Arrivals of vessels, calendar year 1909. Class. Number. tross tonnage. Steamers drawing from 10 to 15 feet .............................................................. 318 307,323 Sailing vessels drawing from 6 to 14 feet ....................................... 67 11,600 Barges.................... ... .. ............................................ 8 5,600 Total..................................................... 393 324,523 (B) MATTAPONI RIVER. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The snagging of the river which was in progress at the beginning of the year was completed on July 30, and at that time the river had been thoroughly snagged from the mouth to Dunkirk. The slight freshet which occurred about the 1st of May brought down more snags and necessitated further work. This snagging was done May 7 to 11. The work was done by the United States snag boat and hired labor; 168 snags, logs, etc., 117 overhanging trees, and 1 wreck were removed and secured ashore during the fiscal year. The incidental cost was $1,155.94. A survey of the river between Aylett and Latane bars, a distance of 6 miles, was made during December and January. The incidental cost was $397.15. On July 19 a contract for dredging was entered into with the Miner Engineering Company, whose bid was lowest among those received, and opened on July 2, at the price of 23 cents per cubic yard. The work under this contract was done between December 14, 1909, and February 10, 1910, by hydraulic dredge Grey Eagle. The dredge was in operation on a 12-hour per day basis between January 17 and APPENDIX K--REPORT OF CAPTAIN HANNUM. 1353 31 and worked continuously between December 14 and 19 and Febru- ary 1 and 10, and was laid up on account of ice running in the river between December 20 and January 16. During these periods the following work was accomplished: Channels 1,700 by 60 by 6 feet through Walker bar and 3,300 by 60 by 61 feet through Aylett bar were dredged. The excavated material, 3,531 cubic yards, at Walker bar, and 15,766 cubic yards at Aylett bar, was deposited through a discharge pipe into swamp lands adjacent to the river. The actual time of dredging was 3831 hours, during which time the excavation within the 40-foot width was 19,297 cubic yards; dredging outside the 40-foot width was not estimated nor paid for. Under provision of the contract, 18 sunken logs and 2 small wrecks were removed from the channels and secured ashore. The incidental cost was $5,822.17. Parties interested in the navigation of the river submitted a peti- tion for an emergency fund for the restoration of channels deterio- rated by freshet accretion. The examination made indicated that the claims of deterioration were well founded, and accordingly the Sec- retary of War allotted $3,000, on February 19, 1910, for the necessary restoration. A contract in the form of lease was entered into with the Miner Engineering Company, who had then completed the work under their original contract, at the rate of $10 per actual working hour. The work under this lease was done between February 17 and March 11 by hydraulic dredge Grey Eagle, which was in operation continuously throughout the work, and deposited the excavated ma- terial through a discharge pipe into swamp lands adjacent to the river. The details of dredging are as follows: Channels dredged to a 6F-foot depth throughout. Name of bar. Begun- Co- Rate per Lnt.60 feet 40 feet hour for Length. width. width. chnnel 40 feet wide. 1910. 1910. Lin. feet. Cu. yds. Cu. yds. Cu. yds. Norman................................... Feb. 17 Feb. 25 1, 410 5,452 4, 089 56.3 Cape Charlie ...................... Feb. 25 Feb. 26 400 2, 774 2,081 104.5 Burk................................. Feb. 27 Mar. 2 600 3,189 2, 392 60. 6 Cabin Landing....................... Mar. 2 Mar. 5 350 911 683 37. 8 Rowes Spout.......................Mar. 3 ... do..... 600 1, 911 1,433 48. 9 Latane.................... ......... Mar. 6 Mar. 11 2, 000 4, 278 3, 209 41.4 Total ................................ .. .... .......... 5,360 18,515 13,887 a54.0 Cost per cu- Cost of Actual bic yard for work with- Name of bar, dredging excavation out inspec- time. in channel tion and In- 40 feet wide. cidentals. Hours. Cents. Norman . ....................... ..................................... 72j 17.7 $725.83 Cape Charlie......................................................... 20 9.6 200.00 Burk............................................................ 39 16.5 395.00 Cabin Landing........................... ........... ................. 18 26.5 180.83 Rowes Spout ... ............................................ 29 20.5 293.34 Latane... ................................................ 77 24. 1 775.00 Total.......................... .................. .......... 257 18.5 2,570.00 a Average. 1354 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The dredge had to make a cut 60 feet wide in order to move ahead. The incidental cost, including inspection, surveys, etc., was.$3,000. The funds being exhausted, a reapportionment of the allotments under the consolidated appropriation of March 3, 1909, for mainte- nance of the improvement of the York, Mattaponi, and Pamunkey rivers and Occoquan and Carters creeks was made on April 10, 1910, for the purpose of snagging and for contingent expenses of the im- provement. This reallotment credited Mattaponi River with an ad- ditional $1,800, and debited York and Pamunkey rivers $1,000 and $800, respectively. Expenditure incidental to the construction of a new hull for the snag boat (described under " Work of the fiscal year ended June 30, 1910," for the improvement of the York River)----------------------- $140. 00 Expenditure for engineering, clerical, and contingent expenses inci- dental to the work done ----------------- --------------- 643. 52 The total expenditure, above accounted for, during the fiscal year, amounting to $11,158.78, was applied to maintenance of the im- provement. It is my opinion that the Mattaponi River is worthy of further improvement in the prosecution of the approved project to such ex- tent as may be practicable with the funds available, together with the funds requested in the estimate herewith. Upon or before the completion of the work possible with these funds it may be found that the cost of maintenance of the improvement may be so high, considering the commerce affected, that a modification of the project will be advisable. RESUME OF WORK DONE TO DATE AND RESULTS OBTAINED. From June 14, 1880, to August 11, 1888, five appropriations, rang- ing from $2,500 to $5,000 and aggregating $16,300, had been made for this work, and the entire amount was expended by June 30, 1890, in removing snags, overhanging trees, and wrecks from Munday bridge to Robinsons bar, a distance of 21 miles; in constructing 1,999 linear feet of sheet-pile dike and 227 linear feet of pile and brush dike at Robinsons bar; in sinking 29 mats and driving 7 clusters of fender piles in front of the dike. The snagging plant used on this and other rivers under improve- ment having become worn out, plans were prepared, proposals invited, and a contract was entered into with H. T. Morrison & Co., of Peters- burg, Va., on April 24, 1891, for the construction of a new plant, con- sisting of one combined steam hoister and pile driver, one scow, and two flatboats, at the cost of $6,129.75. On July 15, 1891, this plant was delivered at West Point, Va., and first used on the Pamunkey River. One-fourth of the cost was charged to the Mattaponi River, one-fourth to the Pamunkey River, and one-half to the Rappahan- nock River. Previous to 1895 the project had been based on a reconnaissance and the surveys limited to two or three isolated bars below Ayletts. It was therefore decided best to make a survey of the portion of the river requiring improvement. This survey was begun on April 5, 1895. The reach of the river covered was from Mantapike to 10 miles above Tombs bridge, a distance of 51 miles, and the incidental cost, including mapping and estimates, was about $4,000. Two unsuccessful attempts, on June 25 and August 25, were made in 1897 to procure proposals for dredging, but no dredging was done APPENDIX K--REPORT OF CAPTAIN HANNUM. 1355 until 1902. Between January 29 and April 23, 1902, the channel through Line Tree bar, 2,600 feet long, 40 feet wide, and 6 feet deep was dredged, 3,931 cubic yards of material being excavated therefrom; and to June 30, 1910 this channel has not deteriorated and no redredg- ing has been required. Between May 3 and June 3, 1902, 1,200 feet of channel, 40 feet wide and 6 feet deep, was dredged at Latane bar, 6,354 cubic yards of material being removed. This portion of the channel has been subsequently redredged twice. The improvement of the river, since June, 1902, has been confined between the limits of this bar and Aylett, a distance of 6 miles, of which 4.4 miles has now been dredged and almost an additional mile will have to be dredged before the project is completed. Redredging of portions of the channels that have now been completed is anticipated. The main- tenance, redredging, of the improvement is estimated at about $10,000 a year. Between October 18 and December 13, 1906, 1,873 cubic yards of material were removed from 700 feet of channel at Walker bar. A legal suit against the contractor caused the suspension of the dredg- ing. Dredging was resumed at Walker bar under another contract on June 24 and completed on July 10, 1908 (the previous work hav- ing been obliterated by freshet accretions), when a channel 1,800 feet long, 60 feet wide, and 6 feet deep was made by the excavation of 9,922 cubic yards of material. A channel through Latane bar 3,400 feet long, 60 feet wide, and 6 feet deep, of which 1,200 feet was redredging, was dredged between July 11 and August 14, 1908, 14,805 cubic yards of material having been removed therefrom. Between August 17 and October 9, 1908, channels through Robinson, Presque Isle, Sales, and Jones bars were dredged 60 feet wide and 6J feet deep, aggregating 7,280 linear feet of dredged channel and 32,728 cubic yards of excavation. Between December 14, 1909, and March 11, 1910, channels were redredged through Latane and Walker bars and dredged through Rowes Spout, Cabin Landing, Burk, Cape Charlie, Norman, and Aylett bars, to a 60-foot width and 61-foot depth, the length and yardage of excavation amounting in the aggregate to 10,360 linear feet and 37,812 cubic yards. Dredging to date may accordingly be summarized as follows: Channels have been dredged and redredged through 13 bars to the full projected width and depth and aggregat- ing 4.4 miles in length, by the excavation of 107,425 cubic yards, and at the cost of about $32,000. Snagging operations have been repeated from year to year since the beginmning of the improvement. A large number of snags, sunken logs, stumps, and overhanging trees have been removed from the river during the progress of improvement at the cost (not including the snagging prior to June 30, 1890, but including engineering and incidental expenses since that date) of $11,000. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement--------------------------- $5, 000 For maintenance of improvement------------_ 5, 000 a $10, 000 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. * Exclusive of the balance unexpended July 1, 1910. 1356 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. June 14, 1880------------------------------------------- $2, 500.00 March 3, 1881 -------------------- ------------------- 3, 300. 00 July 5, 1884 -------------------------------- 2, 500. 00 August 5, 1886------------------------------------------- 5, 000. 00 August 11, 1888___------------------------------------------ 3, 000. 00 September 19, 1890------ -------------------------------- 3, 000. 00 July 13, 1892------- ---------------------------------- 4, 000. 00 August 18, 1894------------------------------------------ 4 000.00 June 3, 1896 --------------------------------------------- 2, 500. 00 June 6, 1900 (allotted June 30, 1903) --------------------------- 800. 00 March 3, 1905 (allotted July 29, 1905) ---------------------- 5, 500. 00 March 2, 1907 (allotted Apr. 1, 1907) ---------------- $6, 500. 00 July 23, 1908 (transferred from allotment for Occoquan Creek of Apr. 1, 1907) ---------------------------- 2, 200. 00 July 23, 1908 (transferred from allotment for Carters Creek of Apr. 1, 1907)------------------- _------ 1, 000. 00 9, 700. 00 March 3, 1905 (emergency allotment, Aug. 17, 1908, net).----------- 5, 981. 31 March 3, 1909 (allotted Mar. 23, 1909) .....- , 500. 00 7,--__ April 10, 1910 (transferred from allotment for York River, Mar. 23, 1909) -------------------------------- 1, 000. 00 April 10, 1910 (transferred from allotment for Pamunkey River of Mar. 23, 1909) ___--------------------- 800. 00 9, 300. 00 February 19, 1910 (allotted from appropriation for emer- gencies in river and harbor works, act of Mar. 3, 1909) 3, 000. 00 ----------- June 25, 1910 (allotment) ------ -------------------------- 5, 000. 00 69, 081. 31 CONTRACTS IN FORCE. Contractor: Miner Engineering Company, of Norfolk, Va., for dredging. Amount: 15,000 cubic yards (30 per cent more or less). Date of contract: July 19, 1909. Approved: August 18, 1909. Date for commencement: July 21, 1909. Date for completion: June 20, 1910. Final payment was made February 28, 1910. Rate: 23 cents per cubic yard. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Total quantity. Articles.ot Total quantity. quantity. Short tons. Short tons. Bricks ........ ..... . .................... .375 Mine props...................... ....... 1,600 Canned goods ......................... a 500 Oil.. ............................... a 100 Farm produce ....................... a 3,500 Pickles...... . ........ ....................... a 300 Fertilizer .............. ......... .... a 1,000 Piles .................. ............. 1,400 Fish (food) .......................... a 100 Railroad ties..................... .. 9, 385 General merchandise ................. a 8, 200 Salt ......................... a 50 Grain .............................. a 500 Wood....................... 19,177 Hay............................... a 200 Live stock ................ ....... a 400 Total....... ............ 86,087 Lumber................................ 39, 300 a Above Walkerton; total, 14,850 tons. CORPSOF ENGINEERS, U.S.AR MY. WAR .DEPARTMENT DUNKIRK WALKERTON .. A . U- i4 Hay h mFletin . ,1 Z '9 m Wy I U I ' I' J z: OLD HALL LANDING mN WW -,a a- b C /', O . ... 4.WHITE A. O,,,,,,).. . 0Z "B URK BAR LU3 7 Hishwter--_-shorle--.--.-.-------- LANDINGS A--walm.y F ,TREE i ie 3, - -I -l-shY-. ...... r'.j .. -.r + _ _M ie + \W? . 5SALE BEND .D i s t a n c es.be l ow-ARe t - ---- - - 0- -- y'. or p Mile A~, PAR il a5 O I1Q AEBAR... Sale Proper y ater.e s. L.aaJa. . ' NORMAN BA POPLA 0 0J mQ Mil I LANDING A- DEVILS REACH' Mil 6PRESQUE 1%L E BAR QQ - AYET z I-.: 13Nk) ~ rS . . . . ..Foo-. - MATTAPOINICon.,our .. ,.-- RIVER .---------. c m~ VIRGINIA ;. ": i--in-previous. years..-. . jCABIN SM LANDING ile Ti PT 4'- be D k P ra ' FROM DUN KIRK TO WALKERTON AYLETT 0 ;SCALE OF FEET CABIN LANDING C BINLA/VDI/NG o0i0 00 000 3000 4000 50 00 o000 • BAR ROANE WHARF HicthCwpsfer shore Low W o~er shore line_---ieer,_ lin~e --___-...... _ " .... 6 Foci Con+our _ I... RDeDcW E P O U T IC ,-- Distnces below 0 e-PoMile5 BAR' Channels dredgjed during fiscal /ear .... .... ;n previou s years +_... DBS 9od BARBEND -ToAccompany Annual Report for Year Ending June 30, 1910. 3 k t (Eng 6l APPENDIX K---REPORT OF OAPTAIN HANNUM. 1357 Arrivail of vessels, calendar year 1909. Total. Above Walkerton. ClaGs.ross ross Number. Gross Number.Gross tonnage. tonnage. Steamers drawing from 4 to 6 feet ........................... 175 25,080 175 25,080 Sailing vessels drawing from 10 to 14 feet ...................... 57 22,000................ Sailing vessels drawing less than 10 feet ........... ... 140 21,000 ............... Barges, scows, etc ....................................... 202 36, 400 150 30, 000 Total.... . ........ o ........ ........................... 574 104,480 325 55,080 (c) PAMUNKEY RIVER. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. An expenditure of $75.42 was made for snagging done during the previous fiscal year; this amount was then an outstanding liability. On July 19 a contract for dredging was entered into with the Miner Engineering Company, whose bid was lowest among those received and opened on July 2, at the price of 19 cents per cubic yard. The work under this contract was done between November 11 and December 7 by hydraulic dredge Grey Eagle. The dredge was in operation on a twelve-hour-per-day basis until November 15, and thereafter worked continuously until the completion of the work on December 7, the following results being obtained: Dredging done. Bar. Length. Width. Depth. Cubic yards. Feet. Feet. Feet. Spring ... .......................................... 1,300 100 7.7 10,563 Piping Tree......................................... ....... 670 80 8.0 3, 481 Bassett ... ......... ................................ 1,400 70 7.5 8,149 Aggregate........................... .................. 3,370 ...................... 22,193 The actual time of dredging was 3064 hours; average rate of exca- vation was about 72 cubic yards per hour; 10 logs were removed from the channel and secured ashore; the dredged material was deposited through discharge pipe in swamp lands adjacent to the river. The cost of this work, including inspection, surveys, and incidentals, was $5,183.37. The following additional expenditures were made: For mainte- nance of U. S. steam launch General Warren, $640; construction of new hull for snag boat, $67.15, for description, see "Work of the fiscal year ended June 30, 1910," for York River; engineering and contingencies, $270.60, which, with amounts given above for snagging and dredging, make the aggregate expenditure for the fiscal year $6,236.54, of which $1,136.43 was applied to improvement and $5,100.11 was for maintenance of improvement. 1358 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. BEtimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement ----------------------.. . $2, 000 For maintenance of improvement------------------------- 8, 000 - a $5, 000 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. APPROPRIATIONS. June 14, 1880------------- $2, 500 March 2, 1907 (allotted Apr. March 3, 1881--------------2, 500 1, 1907) ----------------- _ $5, 500 August 2, 1882--------------2, 500 March 3, 1909 (allotted August 5, 1886--------------5, 000 March 23, 1909)----- $7, 500 August 11, 1888-------------3, 000 April 10, 1910 (trans- September 19, 1890----------3,000 ferred to allotment July 13, 1892--------------- 3, 000 for Mattaponi River August 18, 1894------------- 2,000 of Mar. 23, 1909) -.. 800 June 3, 1896-------------- 2, 000 6, 700 June 6, 1900 (allotted Apr. June 25, 1910 (allotment) __ 10, 000 28, 1903) ----------------- 1, 000 March 3, 1905 (allotted July Total--------- ----- 52, 100 28, 1905) ----------------- , 400 CONTRACT IN FORCE. Contractor: Miner Engineering Company, of Norfolk, Va., for dredging. Amount: 15,000 cubic yards (30 per cent more or less). Date of contract: July 19, 1909. Approved: August 18, 1909. Date for commencement: July 21, 1909. Date for completion: June 20, 1910. Final payment was made February 28, 1910. Rate: 19 cents per cubic yard. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Total Above Articles. White House. quntity. Tons. Tons. Bricks. ......................... ................................................. 200......... Cotton-seed meal................ ............................................... 80 80 Fertilizer........................... ................................... 200 200 Grain................................. .................................. 460 460 Lum ber........................................................................... 28,000 7,700 Mine props......... ....... ........... ............................ 2, 800 .. Piles........................................................................................... 3,300 3,300 Railroad ties ...................................................................... 11,076 3,538 Ship timber....2... ..................... ............................ 1,200 1,200 Wood............................... ......... .. ........................... 12,645 2,550 Total............. ..................................... 59,961 19,028 * Exclusive of the balance unexpended July 1, 1910. APPENDIX K-REPORT OF CAPTAIN HANNUM. 1359 Arrivals of vessels, calendar year 1909. Total. Above White House. Class. Gross Gross Number. tonnage. Number. tonnage. Sailing vessels drawing less than 10 feet .................... 38 5,700 11 4,800 Sailing vessels drawing more than 10 feet ...................... 49 16,150 18 2, 700 Barges......................................................... 38 26, 600 16 11,200 Total...................................... ......... .. 125 48, 450 45 18,700 (D) OCCOQUAN CREEK. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. Surveys of Upper Mud, Lower Mud, and Outer bars were made during April, from which maps were prepared and estimates for dredging at Lower Mud bar were made. The cost of the work was $380.85. The cost incidental to the maintenance of U. S. steam launch General Warren was $420.59, mak- ing the total expenditure for the fiscal year $801.44, which was charged to maintenance of the improvement. APPROPRIATIONS. Previous projects (see H. Doc. 421, 57th Cong., 2d sess., p. 323) _-._ $25, 000. 00 Existing project: September 19, 1890 ---------------- ---------- 10, 000. 00 July 13, 1892_______________ __-- 5, 000. 00 August 18, 1894--------------------- ------ 5, 000. 00 June 3, 1896---------------- 2, 500. 00 March 3, 1899- 2, 500. 00 June 13, 1902 (allotted Sept. 5, 1902) 2, 600. 00 March 3, 1905 (allotted July 28, 1905) 5, 971.44 March 2, 1907 (allotted Apr. 1, 1907)--------------$20, 000. 00 July 23, 1908, amount transferred to Mattaponi River from allotment of April 1, 1907------------ 2, 200. 00 17, 800. 00 March 3, 1909 (allotted Mar. 23, 1909) --------------------- 1, 000. 00 June 25, 1910 (allotment) ----------------------------------- 18, 000. 00 70, 371. 44 Am ount transferred to consolidated appropriation under act of June 133, 1902---------------------------------------------------- 272. 03 Total_---------------------------- -------------------- 70, 099. 41 Aggregate ---------------------------------------------- 95, 099.41 CONTRACT IN FORCE. None. 1360 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. . Quantity. Tons. Tons. Bricks......................... ..... 6 Oil,gasoline, .. etc...................... 16 Cement and lime ............................. 10 Oysters .............................. 15 Coal ........ ........................... 30 Piles.................................. 600 Fertilizer................................... 45 Railroad ties........................ 30,769 Fish (food)........................ 60 Salt.................................. 30 General merchandise.................. 300 Wood ............................ 750 Grain ................................. 30 Lumber..................... ......... 50 Total........................... 32,701 Arrivals of vessels, calendar year 1909. Gross Class. Number. tonnag. Steam vessels drawing less than 7 feet .................................... ........... 94 14,100 Sailing vessels drawing less than 7 feet ....................................... 15 750 Barges, scows,etc.............................................................. ... 255 31,875 Launches..................... .............. ................................... 250 625 Total........................... 614 47,350 .. .......................................... (E) CARTERS CREEK. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. Surveys of the improved channels were made during March, and commercial statistics were then collected. The cost incidental to the work was $152. The expenditure of $270.85, incidental to the maintenance of the U. S. steam launch General Warren, attached to this office; of $550, incidental to the construction of a new hull for the combined pile driver and derrick boat, described under the " Work for the fiscal year ended June 30, 1910," for the improvement of the York River; and of $90 for engineering and contingencies, were made during the fiscal year. All expenditures were for maintenance of improvement. At present no funds are required for the maintenance of the im- provement. APPROPRIATIONS. June 13, 1902 (allotted Sept. 6, 1902, and Dec. 13, 1904)---------- $10, 471. 83 March 3, 1905 (allotted July 28, 1905) ---------------------------- 9, 116. 65 March 2, 1907 (allotted Apr. 1, 1907) - ..--- $10, 000. 00 July 23, 1908 (transferred to Mattaponi River) ----- 1, 000. 00 9, 000. 00 March 3, 1909 (allotted Mar. 23, 1909)- -- --------------------- 1, 000. 00 Total--------------..----- -- --- ------ 29, 588. 48 CONTRACT IN FORCE. None. APPENDIX K-REPORT OF CAPTAIN HANNUM. 1361 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. IQuantity. Tons. Tons. Bricks ................................... 3,000 Ice.................................. 325 Canned goods........................ 1,280 Iron.................................. 50 Cement ............ ............ ... 20 Live stock ..................... 75 Coal .................................. 7, 600 Lumber.................. ........ 1, 800 Crabs ................... ......... 200 Oil, gasoline, etc................. 1,300 Farm produce......................... 1,800 Oysters ............................ 20,000 Fertilizer ............ .............. 5, 250 Piles ...... ...................... 35 Flour........... ......... ........... .. 550 Pickles................................. 5 Fish for food......................... 50 Railroad ties ...................... 1,000 Fish for fertilizer..................... 20, 000 Salt....... .................... 500 Fish oil.............................. 700 Ship timber........................... 275 General merchandise........................ 1,632 Wood................................. 1,300 Grain......................... ..... .......... 75 Hay.................................. 20 Total.......................... 68,842 Arrivals of vessels, calendar year 1909. Class. Number. Gross tonnage. Steam vessels drawing 6 feet or less.......... .............................. 400 6,000 'Steam vessels drawing from 8 to 12 feet... ................................ ., 645 990,000 Sailing vessels drawing from 2 to 8 feet ....... .............................. 700 49,000 Barges drawing from 4 to 10 feet...................................... 20 1,800 Launches drawing from 2 to 4 feet .......... .. ................................. 6,500 16,250 Total............................ ........................................... 9,265 1,063,050 K 1. IMPROVEMENT OF RAPPAHANNOCK RIVER, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. CHANNELS. Dredging under contract with the Bowers Hydraulic Dredging Company, of Camden, N. J., was begun by the hydraulic dredge Bowers on July 2, 1908, on a 24-hour-per-day basis; on October 29, 1908, this basis was changed to a 12-hour-per-day rate, which was maintained until April 20, 1909, when the dredge was withdrawn from the work for repairs. During this period the Bowers was in operation 2,602 hours and excavated 211,823 cubic yards, at the aver- age rate of 81.4 cubic yards per hour. The dredging was resumed by the hydraulic dredge Mackenzie on April 28 and completed on August 25, 1909. The Mackenzie, work- ing continuously during this period, was in operation 1,414 hours, and excavated 434,894 cubic yards at the average rate of 307.5 cubic yards per hour. 56932°-- NG 1910---86 1362 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The hard material in the channel through Spring Hill bar, the excavation of which was not provided for in the contract, was re- moved by the Mackeenzie, under an open-market agreement, in 91 hours on August 31, by the excavation of 374 cubic yards of hard material at $1 per cubic yard and 449 cubic yards of soft material at the contract price of 14.9 cents per cubic yard. The aggregate dredging, 647,540 cubic yards, done under the con- tract and open-market agreement, of which 461,430 cubic yards was done during the previous fiscal year and 186,110 .cubic yards during this fiscal year, is detailed as follows: Completed to Length Bar. Begun. full projected of chan- Amount Deposit loca- nel exca- dimensions excavated. tion. dimensions. vated. Feet. Cu. yards. Mangoright ......................... .. July 2,1908 Oct. 5,1908 8, 300 121,033 X. Fredericksburg................ Oct. 12,1908 Aug. 25,1909 5,200 96,861 Z. Pollock................ ...... Apr. 6,1909 Apr. 20,1909 1,000 7, 339 Z. Nanzatico .................... Apr. 28,1909 May 6,1909 2,900 55,933 X. Millbank...................... May 7, 1909 May 10,1909 2, 200 18,150 X. Mount ........................... May 11,1909 May 14,1909 1,700 13, 935 X. Berry Plane...................... May 15,1909 May 17,1909 900 4,189 Y. Hop Yard......................... May 18,1909 May 20,1909 1,650 18,187 W. Arnolds ..................... May 21,1909 May 24,1909 1,800 11, 283 W. Farley Vale...................... May 24,1909 May 28,1909 1,400 14, 598 Z. Moss Neck....................... May 29,1909 June 3,1.909 2,100 26,729 Z. Spring Hill........................ June 3,1909 Aug. 31,1909 2,200 18,040 Y. Hayfield........................ June 11,1909 June 16,1909 1,900 24,946 Y. Hollywood...................... June 16,1909 June 21,1909 800 5, 356 W. Castle Ferry....................... June 21,1909 June 27,1909 2,400 19,084 Y. and Z. Snowden......................... June 28,1909 July 6,1909 3, 300 32, 652 Y. and Z. Spottswood................... July 6,1909 July 22,1909 7,250 78,411 W., Y., and Z. Pratts....................... July 22,1909 July 27,1909 2, 200 18, 443 W., Y., and Z. Smithfield ................... July 27,1909 July 29,1909 1, 600 10, 520 W. Bernards...................... July 29,1909 Aug. 10,1909 5,100 51,851 W. and Z. Total........................ . ... ............... 55,900 647,540 Deposit of dredged material was made through a discharge pipe in location above referred to, as follows: W. On the flats along adjacent shores. X. In the river to either side of the channel and at least 500 feet there- dfrom. Y. Upon the adjacent shores. Z. Within the area inclosed by dikes. The ruling depth is now 12 feet. The winter was mild. The ice that formed caused the suspension of navigation for only a few days. MAINTENANCE OF CHANNELS. At the time the last modified project was submitted it was estimated that the annual cost of maintenance would be $10,000. The greater part of this expenditure will be required at Fredericksburg bar, which, being near the head of tide water, receives new deposits of sand with each recurring freshet to such an extent that redredging is necessary almost every year to maintain the channel in navigable condition. APPENDIX K-REPORT OF CAPTAIN HANNUMTJI. 1363 The cost of removing the deposits at this bar alone is estimated at $7,500 per annum. An expenditure of $10,949.70 was made during the year for restoring the projected dimensions to the channel through Bernards, Pratts, and Spottswood bars. DIKES AND JETTIES. Extension and repairs to dikes were begun by the government pile driver and scows, with a force of hired labor, six men, October 5, 1909. This work was suspended for the winter from December 20, 1909, to February 22, 1910; was then resumed at the latter date, and was completed on April 16, 1910. The latter part of April the plant was brought to Washington and put out of service. During the work- ing period the following results were accomplished: 348 piles driven, 305 linear feet of new sheet pile dike were constructed, 228 linear feet of old sheet pile dike were repaired, 210 linear feet of old sheet pile dike were torn out and rebuilt, 8 permeable dikes, to a 12-foot height above low water, aggregating about 700 linear feet, were con- structed, and the plant was overhauled and repaired. The history, description, and the use of sheet, pile dikes is given in the Annual Report of the Chief of Engineers for 1908, page 1233. Work under the contract, entered into with the Chesapeake Steve- dore Company, of Baltimore, Md., on June 2, for the completion of the riprap jetty at Farley Vale, the contract price being $2.40'per cubic yard for riprap placed in the jetty, was begun on July 9 and completed on August 19. The jetty was thereby completed by the construction of 991 linear feet and by the placing of 1,969.2 cubic yards of riprap. The completed jetty is 1,906 feet long and contains 3,303.6 cubic yards of riprap. In addition to this amount 321.4 cubic yards of riprap have been used in front of the sheet pile dikes to rein- force them, making the total amount of riprap, so far used on this improvement, 3,625 cubic yards. The protection for the dredged spoils that were deposited within the areas inclosed by the dikes against freshet erosion was prosecuted by a party of four to nine men from January 12, 1909, and com- pleted on June 25, 1910. No work was done between December 20, 1909, and February 22, 1910, on account of ice running in the river, and between April 23 and June 6, due to a delay in the delivery of drain tiling. The aggregate of this work done during the fiscal years 1909 and 1910 was that 38,750 linear feet of wattling, 935 linear feet of box drain, and 1,200 linear feet of tile drain were placed; 513 linear feet of box drain were repaired; 766 linear feet of drain ditches were dug; and 27,141 willow slips were planted on the fills made by the deposit of the spoils. Of the above the following amount of work was previously reported as completed by June 30, 1909; 6,586 linear feet of wattling and 521 linear feet of box drain had been built, 260 linear feet of box drain had been repaired, and 6,734 willow slips had been planted. 1364 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXPENDITURES. The total expenditure during the fiscal year was $68,502.20, dis- tributed as follows: Improve- Mainte- Total. ment. nance. Dike repairs and incidentals ............................................... $4, 848. 59 . $4, 848. 59 Jetty, Farley Vale, construction and incidentals ............... $5,076. 20 .............. 5, 076. 20 Dredging channels and incidentals..................... .... 42, 056. 06 10, 949. 70 53,005. 76 Protection of sand fills... ......................... ............. 2, 282. 74 2,282. 74 Construction of new wharf and storehouse at Potomac Park, Washington, D. C. a ...................................... .. ........... 808. 37 808.37 Construction of new hull for snag boat b... ............................ 53. 22 53. 22 Repairs to plant............................................................. 660. 25 660.25 Care of United States property ............................ ............... 297.50 297.50 Maintenance of steamer General Warren, attached to this office. .............. 721.99 721.99 Engineering, contingencies, and miscellaneous .................. 523. 31 224. 27 747. 58 Total......... ........... .. ................. 47, 655. 57 20, 846. 63 68,502. 20 a Description in "Work of the fiscal year ended June 30, 1910," for Potomac River at Washington, D.C. b Description in "Work ofthe fiscal year ended June 30, 1910," for York River, Virginia. APPROPRIATIONS. March 3, 1871____ $15, 000 March 3, 1899------------- $15, 000 June 10, 1872 .. __ 15, 000 June 13, 1902_____________ 25, 000 March 3, 1873 .. 15, 000 April 28, 1904 (allotted June June 23, 1874 .... - , 7, 000 6, 1904) ----------------- 25, 000 March 3, 1875_ 5, 000 March 3, 1905-------------- 40,000 August 14, 1876__ 10, 000 March 2, 1907 ____ - _____- 77, 729 June 18, 1878_______ 13, 500 May 27, 1908__-____-__ 58, 000 March 3, 1879_ 10, 000 March 3, 1.909 (allotted Mar. June 14, 1880_ 25, 000 23, 1909) ---------------- 15, 000 March 3, 1881_ 15, 000 March 4, 1909 -------------- 32, 000 August 2, 1882_ 17, 000 June 25, 1910___--------- 15, 000 July 5, 1884 ____ 20, 000 August 5, 1886_ 20, 000 Total ---------- _ 555, 229 August 11, 18SS ($15,000, of which $3,000 was for Damage recovered from con- Urbana)- 12, 000 tractors' sureties---------- 1, 000 September 19, 1890 ......... 15, 000 Proceeds of sale of property__ 110 July 13, 1892_ 20, 000 August 18, 1894 ............ 10, 000 Total---- -1,110 June 3, 1896_ _ _ 8, 000 CONTRACTS IN FORCE. Contractor: Bowers Hydraulic Dredging Company, of Camden, N. J., for dredging. Amount: 523,000 cubic yards. Date of contract: January 29, 1908. Approved: February 7, 1908. Date for commencement: August 10, 1908. Date for completion: February 10, 1910. Final payment was made Septem- ber 13, 1909. Rate: 14.9 cents per cubic yard. Contractor: Chesapeake Stevedore Company, of Baltimore, Md., for con- structing and repairing riprap jetties. Amount : 1,800 cubic yards. Date of contract: June 2, 1909. Approved: Ju.ne 16, 1909. Date for commencement: July 17, 1909. Date for completion (including construction and repair of riprap Jetties in Nomini and Urbana creeks, Virginia) : February 17, 1910. Final payment was made September 21, 1909. Rate: $2.40 per cubic yard. WAR DEPARTMENT CORPSOF ENGINEER - - -- - 1 - --- - --.- - -- ..- -. a 'I 40 03f 0)i ,< F -z :CL RAF'PAHANNOCK VIRGINIA rUC. REDERICKSBURG TO P "B UCKNERS NECK } Qffp7-FROM 'xi i 0 ... , o LoM ile , H SCALE OF MILES 44 zt00 ... *, BERRY PLANt BAR Q *k 4o BERRY PLANE 3hwofer shore line Foo contour ... .. ----- i Ii 0 shonces below Fredericksbur 9 z F FAT .it w - ucr.t onnelsc dredged durin fiscal yt h1_°P " ", in pre vio us yec NON ca+ion of contraction works-Tirn 0 ~tfazE/ Io Z? 9 z !Milet3 e (f) 'o Sm Qe i" " " " Rip r Ouio r of lower sec-ion of Rapp map iL7"j HA EL0 .a r ?iver see Annual Report of Ch ' j IEnineers for 1905, pose 1Z38. w 1 Sb 14 TALLI 'ER O O NT+ ... ,.,.." Z Y To Accompany Annual lReport for' 0 EN o M)e- 0 j Captain Corps of i "1 -J;--------i___.---r------"" ----.------- F- .-..-. i t APPENDIX K---REPORT OF CAPTAIN HAN NUM. 1365 COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Short tons. Short tons. Bricks .................................. 1,000 Ice........ ........ ............... 1,560 Canned goods ......................... 4,000 Lime .. ...................... 3,100 Cement ............................. 1,500 Live stock ......................... 400 Coal.................................. 3,900 Lumber .................... 95,500 Farm produce ....................... 33,850 Oysters........................ 2,025 Fertilizer ............... .......... 27,000 Pickles.................................. 2,500 Fish (food) ...................... 800 Railroad ties ....................... 131,200 Fish (fertilizer)............ ........ 525 Wood and logs....................... 22,550 Flour...... ..................... 6,000 Sumac............................ . . 300 General merchandise ............. 28,000 Grain ............................. 30,000 Total .......................... 397,210 Hay........ ................... 1,500 Arrivals of vessels, calendar year 1909. Class. Number. Gross tonnage. Steam vessels drawing from 8 to 11 feet .......... .......................................... 250 125,000 Sailing vessels drawing from 8 to 11 feet ....... ............................. . 1,100 330,000 Barges and scows .... ................................................... 170 170,000 Launches ........................................... 1,000 5,000 Total ...................................................................... 2,520 630,000 K 12. IMPROVEMENT OF URBANA CREEK, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. The extension of the jetty under contract with the Chesapeake Stevedore Company, of Baltimore, Md., was begun on August 25, 1909, and completed on September 10, 1909. The jetty was extended 546 linear feet by placing 1,280.9 cubic yards of riprap stone, at the contract price of $2.64 per cubic yard, and the expenditure therefor, including inspection and incidentals, was $3,662.25. The expendi- ture for the maintenance of U. S. steam launch General Warren was $225.69, and for engineering and contingencies was $292.28. The total expenditure of the fiscal year, amounting to $4,180.22, was applied to maintenance of the improvement. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works of improvement ... - $7, 500 For maintenance of improvement-- . . 2, 500 a$10, 000 Submitted in compliance with requiremerits of sundry civil act of June 4, 1897, and of section 7 of the river and harbor act of 1899. a Exclusive of the balance unexpended July 1, 1910. 1366 REPOR1T OF ' ILH CHIEF OF ENGINEEtS, V. S. ARM. APPROPRIATIONS. March 3, 1879_ -.-------- _ $5, 000 August 18, 1894-----.-------- $3, 000 June 14, 1880_------- 2, 500 June 3, 1896----------------- 3,000 March 3, 1881_--___ __-----4, 000 March 3, 1899---------------- 3,000 August 2, 1882--------------- 4, 000 March 3, 1905,_--....... ... 10, 000 August 11, 1888 (included in an March 3, 1909 (allotted March appropriation of $15,000 for 23, 1909) ------------------ 4, 000 Rappahannock River) .. 3, 000 June 25, 1910 .. .. ."- 8, 500 September 19, 1890 -..... . 3, 000 July 13, 1892_....... _-_-- 3, 000 Total----------------- 56, 000 CONTRACT IN FORCE. Contractor: Chesapeake Stevedore Company, of Baltimore, Md., for construct- ing and repairing riprap jetties. Amount: 1,000 cubic yards. Date of contract: June 2, 1909. Approved: June 16, 1909. Date of commencement: July 17, 1909. Date for completion (including construction and repair of riprap jetties in Nomini Creek and Rappahannock River, Virginia): February 17, 1910. Final payment was made September 21, 1909. Rate: $2.64 per cubic yard. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Tons. Tons. Bricks.............................. . 900 Ice ........................................ 150 Canned goods........................... 600 Iron ................... ................ 100 Clothing, manufactured.................... 112 Lime ................................. 500 Coal............................... 1,500 Live stock ............................ 60 Crabs........ ........................ 5 Lumber. .................. ...... .. 6,000 Excelsior............................. 200 Oil, gasoline, etc ...................... 600 Farm produce......................... 800 Oysters ................ ......... 10,000 Fertilizer ........................... 600 Pickles............ .......... ..... 100 Fish (food)......... ............ 200 Railroad ties ...................... 700 Flour........................... 350 Salt.................................. 100 General merchandise ............. 5, 000 ood............................. 2, 500 Grain....................................... 450 Hay.................................. 350 Total....................... . 31,877 Arrivals of vessels, calendar year 1909. Class. Number. tosse. tonnage. Steamers drawing more than 5 feet.......... ............................ .. 156 75,000 Steamers drawing less than 5 feet ......... ......... .. ................. 313 3, 756 Sailing vessels drawing from 5 to 10 feet .............................................. .. 200 15,000 Sailing vessels drawing less than 5 feet............................................. 2, 500 12, 500 Barges and scows drawing less than 5 feet....................................... 75 1, 500 Launches drawing from 1 to 5 feet ................................................... 8,500 25, 000 Total ............. ......................................................... 11,744 132,756 APPENDIX K--REPORT Of' CAPTAIN HANNfi . 136 K z3. IMPROVEMENT OF HARBOR AT MILFORD HAVEN, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. No work was done and no expenditure was made during the fiscal year. Estimate of additional funds required. Amount required for expenditure in fiscal year ending June 30, 1912: For works.of improvement.------.--- ----------------- $5, 000 For maintenance of improvement_--...-. ....------- 2, 500 a$7, 500 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. APPROPRIATIONS. March 3, 1899------------------------------------------ $12, 500. 00 June 13, 1902------ --- -- ------------------ --- 5, 000. 00 June 25, 1910------------------------- -------- - -- -- 3, 000. 00 20, 500. 00 Amount of judgment recovered ------------------------------ 3, 032. 97 ----------------------------------------- Total ......----- 23, 532.97" COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Articles. Quantity. Articles. Quantity. Short tons. Short tone. Bricks ................................ 300 Ice................................. 300 Coal ................................. 250 Iron ... ...................... .. 100 Crabs.............................. 1,250 Live stock.......................... 50 Farm produce ........................ 600 Lumber .......................... 750 Fertilizer.............................. 700 Oil, gasoline, etc.................... 300 Fish (food).......................... 5,000 Oysters .......................... 10,000 Flour........... .....................500 Piles.... 2,000 General merchandise.................... 20,000 Wood......................... 200 Grain............ ..................... 200 Hay ............................... 500 Total .......................... 43,000 Arrivals of vessels, calendar year 1909. Class. " Number. tosse. tonnage. Steam vessels drawing less than 10 feet ................................. ..... 240 158,400 Steam vessels drawing 10 feet or more... ...................................... 8 4,000 Sailing vessels drawing less than 10 feet...................................... 200 50,000 Barges, scows, and launches...................... ....................... 18, 500 30, 000 Total......................................................................... 18,948 242,400 * Exclusive of the balance unexpended July 1, 1910. b Of which $57.81 was carried to the surplus fund on June 30, 1909. 1368 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. K i4. IMPROVEMENT OF JAMES RIVER, VIRGINIA. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. Operations were carried on under two contracts-one with P. San- ford Ross (Incorporated), approved November 12, 1907, and one with the Miner Engineering Company, dated June 2, 1910. The work accomplished toward obtaining increased width of chan- nel during the fiscal year consisted in enlarging about 8,200 linear feet of channel, having a depth of 18 feet at mean low water, as follows: Completing the widening of the channel between Jetty B and Jetty 17 from its former width of about 140 feet to 200 feet for a distance of about 4,000 feet; widening about 1,800 linear feet between Jetty 22 and Jetty 28 from its former width of about 150 feet to 200 feet; removing lumps from the channel between Jetties 41 and 49 for a distance of about 1,800 feet, so as to give it a width of 200 feet; and widening the channel in Kingsland Reach for a distance of about 600 feet from a least width of about 100 feet to a least width of about 150 feet. The last-named enlargement resulted from scour caused by the building up of parts of the old longitudinal dike and jetties in 1907. The work done toward obtaining increased channel depth consisted in deepening to 18 feet the entire length of about 8,200 feet that was widened from its former depths of about 8 to 16 feet. The expenditure for the past fiscal year amounts to $2,721.07 for maintenance and $80,735.83 for works of improvement. WORK UNDER CONTRACT WITH P. SANFORD ROSS (INCORPORATED), APPROVED NOVEMBER 12, 1907. There still remained about 18 per cent of the work under this con- tract to be done at the close of the fiscal year ended June 30, 1909. This amount of work was accomplished during the past fiscal year, and the contract completed March 16, 1910. The operations conducted comprised dredging in Divisions 1 and 2 to enlarge the 18-foot channel to a width of 200 feet. The plant used for the work consisted of 1 clam-shell dredge; 1 scoop dredge, which was afterwards changed to a clam-shell dredge; 8 deck scows of a carrying capacity of about 90 cubic yards of earth each, and 1 steam-drill scow. The time lost in dredging from various causes was as follows: The scoop dredge, three days making repairs, thirteen days waiting for scows to be unloaded, and two days on account of fog and ice; the clam-shell dredges, four days on account of freshets, six and one- half days making repairs, thirty-six and one-half days waiting for scows to be unloaded, and three and one-half days on account of fog and ice. The following are the quantities and costs of different classes of work done: Material excavated from channel, 23,711.92 cubic yards of earth, at 43.42 cents per cubic yard, and 2,951 cubic yards of hard rock, at $12.9913 per cubic yard. Excavated material conveyed from APPENDIX K---REPORT OP CAPTAIN IIANNU1M. 1369 scows to points of deposit, 22,165.8 cubic yards, at 31.60 cents per cubic yard. The expenditures during the year on account of the several classes of work were as follows: Earth excavation, $10,296.07; hard-rock excavation, $38,337.46; conveying excavated material from scows to points of deposit, $7,004.52. Subjoined is a description of the work in detail: Division 1.-The division is about 7,500 feet long, and extends from the lower end of Rocketts reef to the head of Richmond bar. The proposed work consisted of widening the reach 50 feet and upward to the full projected width of 200 feet. A small amount of blasting was carried on intermittently to the time of completing the work to remove high rock points and reduce areas of soft rock to a proper condition for dredging. The initial dredging having been practically completed during the preceding fiscal year, the dredging carried on consisted largely in removing blasted rock required to bring the channel bed to grade. The scoop dredge was employed for two months to August 31, 1909, and either one or two clam-shell dredges from August 1 to February 17, aggre- gating the equivalent of about nine months for one clam-shell dredge. The quantities of material excavated from the channel in division 1 are: Earth, 20,581.51 cubic yards; hard rock, 2,678.73 cubic yards. Division 2.-The division extends from Jetty 41 to Jetty 49, about 2J miles below Richmond. The proposed improvement provided for enlarging the 18-foot channel, the widths of which varied from about 100 to 150 feet, to 200 feet for a distance of about 1,600 feet. The dredging was done with either one or two clam-shell dredges between January 10, 1910, and March 16, 1910. The aggregate time of the two dredges amounted to 3,130.41 cubic yards of earth and gravel and 272.27 cubic yards of hard rock. WORK UNDER CONTRACT WITH THE MINER ENGINEERING COMPANY, DATED JUNE 2, 1910. Preparations for work were begun June 11, and dredging on a sixteen-hour per day basis, with a hydraulic dredge, begun at Deep Bottom shoal June 28, 1910. The extent of work done was not sufficient for an estimate. General.-Crosssections of parts of the channel between Richmond and the mouth of the Appomattox River were sounded to ascertain changes of regimen and obtain data for future improvements under the approved project. Cross sections of the improved reaches were also sounded. About 26,500 soundings were made throughout the year for determining the volume of overdepth excavation under the contract with P. Sanford Ross (Incorporated). Extensive sounding was also made of the reaches to be dredged under contract with the Miner Engineering Company. All of the above sounding was done by the crew of the steamer Chipeta. This boat was used for the above and other work incidental to carrying on the improvement. Freshets.-There were four slight freshets and one of considerable proportions during the year. The latter attained a height of 16.55 feet above mean low water at Richmond on June 18, and caused considerable deepening of the channel by scour between the jetties 1370 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. constructed on Willis and Deep Bottom reaches in the spring and summer of 1908. Estimate of additional funds required. Amount required for expenditure in fiscal year ending. June 30, 1912: For works of improvement $-------------------- $175, 000 For maintenance of improvement___-------- 15, 000 a $190, 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. APPROPRIATIONS. Previous projects (see H. Doc. 421, 57th Cong., 2d sess., p 321) __ $763, 000. 00 Existing project: July 5, 1884 ---------------------------------------------- 75, 000. 00 August 5, 1886------------------------------------------- 112, 500. 00 August 11, 1888------------------------------225, 000. 00 September 19, 1890---------------------------------------___ 200, 000. 00 July 13, 1892 --------------------------------------------- 200, 000. 00 August 18, 1894__- 100, 000. 00 ___"______---_______________ June 3, 1896--------------------------------------------- 120, 000. 00 March 3, 1899 -------------------------------------------- 150, 000. 00 June 13, 1902-------------------------------------------- 300, 000. 00 March 3, 1905--------------------------------------------200, 000. 00 March 2, 1907 -------------------------------------------- 200, 000. 00 March 3, 1909 (allotted Apr. 20, 1909) ---------------------- 10, 000.00 June 25, 1910______ _________ _________________________ 250, 000. 00 2, 142, 500. 00 RE eceivedfrom sale of condemned property------------------ 331. 83 OtCher receipts-- ---------------------------------------- .67 Total_----------------------------------------------- 2, 142, 832. 50 Aggregate------------------------------------------ 2, 905, 832. 50 CONTRACTS IN FORCE. Contractor: P. Sanford Ross (Incorporated), of Jersey City, N. J., for dredg- ing earth and rock, constructing jetties, and removing piles in James River, Virginia. Date of contract: November 4, 1907. Approved: November 12, 1907. Date for commencement: On or before January 14, 1908. Date for completion: November 14, 1909 (extended for a reasonable time). Amount and rate: 133,400 cubic yards earth excavation, at 37.1 cents per cubic yard; 5,750 cubic yards hard-rock excavation, at $11.10 per cubic yard; conveying 31,000 cubic yards excavated material from scows to points of deposit, at 27 cents per cubic yard; transporting 22,000 cubic yards excavated material on deck scows below Jetty No. 134, at 15 cents per cubic yard; dumping 35,000 cubic yards excavated material in vicinity of Jordans Point, at 221 cents per cubic yard; 25,200 linear feet round pine piles, in place, at 35 cents per linear foot: 4.300 linear feet round oak piles, in place, at 50 cents per linear foot; 75,700 feet B. M. oak wales, in place, at $49 per M feet B. M.; 14,200 feet B. M. oak stringpieces, in place, ,at $49 per M feet B. M.; 377,700 feet B. M. mer- chantable pine sheet piling, in place, at $38 per M feet B. M.; 32,000 pounds spikes, bolts, and washers, in place, at 5 cents per pound; removing 175 wharf piles, at, $3 per pile. Final payment was made May 20, 1910. a Exclusive of the balance unexpended July 1, 1910. APPENDIX K-REPORT OF CAPTAIN HANNTUM. 1.371 Contractor: Miner Engineering Company, of Washington, I). C., for dredging. Date of contract: June 2, 1910. Date for commencement: On or before June 16, 1910. Date for completion: September 16, 1910. Amount and rate: 35,000 cubic yards (40 per cent more or less) ; in case the yardage removed is less than 30,000, 28 cents ($0.28) per cubic yard; in case the yardage removed exceeds 30,000, but is less than 40,000, 26 cents ($0.26) per cubic yard; in case the yardage exceeds 40,000, 25 cents ($0.25) per cubic yard. COMMERCIAL STATISTICS. Receipts and shipments by water, calendar year 1909. Port of Richmond, Va. Points on James River other than Richmond, Va. Articles. - Total. Receipts. Amount. Receipts. ceipts. men Amount. Tons. Tons. Tons. Tons. Tons. Tons. Tons.. Asphalt blocks, brick, etc...... 3,163 ....... 3,163 96 9, 692 9, 788 12, 951 Canned goods ................ 2,150 .......... 2,150 65 ....... 65 2, 215 Cattle..................... 2 2 237 556 793 795 Cement, lime, etc............. 1, 075 67 1,142 2, 343 1 2, 344 3, 486 Coal.... ....... ............ 41,114 368 41, 482 2, 469 28 2,497 43, 979. Cordwood.................... 2,052 3,928 5,980 405 18,834 19,239 25,219 Fertilizer and fertilizer material. 28, 058 7,230 35, 288 12, 168 219 12, 387 47, 675 Fish and oysters............... 2, 044 156 2,200 121 413 534 2, 734 Flour...................... ........................ 589 114 703 703 Gasoline........................ 4, 624 .......... 4, 624 .. 4, 624 Grain ....................... 743 18 761 714 915 1,629 2, 390 Groceries ......... ...... ...... 16 16 2, 416 135 2, 551 2,567 Hardware.................... 20 543 563 5,221 26 5,247 5,810 Hay, straw, etc............. .. 138 2 140 2, 809 1,029 3, 838 3, 978 Hogs........... ............. .................. ... 25 16 41 41 Horses.............................................. ................ 192 59 251 251 Ice..................................... ........... ............ 889 .... 889 889 Logs............................ 22,623 .......... 22,623 .... 1, 080 1,080 23,703 Lumber...................... 541 355 896 118 125,323 125,441 126,337 Oil ........................... 18,358 .......... 18,358 674 ....... .. 674 19,032 Peanuts.... .................... ............ 93 5,706 5,799 5,799 Potatoes............................................... 51 620 671 671 Railroad ties.......................... 8,131 8,131 .......... 10,640 10,640 18, 771 Salt ................ ............... ... 128........... 128 128 Sand ......................... 22, 281 ......... 22, 231 ...... 10 10 22, 291 Vegetables............ ........ 236 236 68 23 91 327 Unclassified freight ............. 53, 406 42, 134 95, 540 1, 404 2,155 3,559 99, 099 Total................. 202, 628 62,948 265, 576 33, 295 177, 594 210,889 476,465 Arrival and departure of vessels during the calendar year of 1909. Port of Richmond,Va. Class. Number. Tonnage. Steam, drawing 5 to 13 feet............. ............................... 1,668 1,104,022 Sail,drawing 4 to 16 feet........................................................ 210 34,702 Barges, etc.................................. 500 170,826 Total ..................................................................... 2,378 1,309,550 Returns of arrivals and departures of vessels for points on James River below Richmond, Va., are too incomplete for report. 1372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. K 15. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDAN- GERING NAVIGATION. WORK OF THE FISCAL YEAR ENDED JUNE 30, 1910. (a) Wreck of schooner Emily Washington in the harbor of Alex- andria, Va.-This wreck was reported by Mr. Eugene Hall on Jan- uary 8, 1910, to constitute a serious menace to the navigation of the Potomac River. On January 10 the report was submitted to the Chief of Engineers, with the request for an allotment of $50 to defray expenses incidental to examination and report, and that sum was allotted on January 13, 1910. It was ascertained by examinations made on January 8 and 14 that the schooner Emily Washington, 39 gross tons, 62.7 feet long, 20.5 feet beam, and 6.1 feet depth of hold, carrying a cargo of lumber, developed a serious leak caused by running ice on December 20, and was beached on the Virginia flats opposite the United States naval magazine, and was then abandoned by the crew. The deck load of lumber was subsequently removed, but the lumber left in the hold gave the vessel sufficient buoyancy to cause her to drift off on high tide of January 6, when it lodged on the Maryland flats about 250 feet below Shepherds Point, opposite Alexandria, Va., in about 9 feet of water. This new position was about 1 miles below the point where it was beached. The owners were informed on January 10 that if the vessel was allowed to drift at will it would become a dangerous derelict menac- ig navigation and that they must at once anchor it securely and light it during nights, pending any plans that they might have for raising it; otherwise it would be necessary in the interest of navigation for the United States to take possession and proceed to destroy it. The owners replied to this notice that they had abandoned the vessel. The vessel again drifted, on the high tide of January 12, and collid- ing with a steamer, was sunk in about 18 feet of water in Alexandria Harbor about 1 mile below its second position. In this position it constituted a serious obstruction to navigation of Alexandria Harbor, interfering with the landings at the wharves. Accordingly, an allot- ment of $1,000 was requested for its removal on January 14, and that sum was allotted on January 20. Between February 2 and 16 the wreck was raised, towed to and deposited on the flats behind the established bulkhead line near the upper limits of Alexandria, Va. The wreck now lies in about 4 feet of water and has been secured to the river bed by driving three piles through it. The work was done by hired plant, two pile drivers with full complement of men, assisted by the U. S. steam launch General Warren, attached to this office. The Warren being disabled on Feb- ruary 5 by getting a line in her propeller, required assistance, and a tugboat was hired for that day. Nothing of value was recovered from the wreck. The allotment of $50 made for examination was expended to defray expenses incidental thereto. The cost incidental to the work of removal was $655.67, and the balance of $344.33 remaining from the allotment was returned to the Treasury. APPENDIX K--REPORT OF CAPTAIN HANNUM. 1373 (b) Wreck of schooner Geo. W. Krebs, at the mouth of St. Jeromes Creek, Maryland.-Special Deputy Collector N. A. Ryon reported under date of December 7, 1909, " that the American schooner Geo. W. Krebs, of 59 net tons, is sunk in 5 feet of water at the mouth of St. Jeromes Creek, and has been abandoned. At high tide the waist of the vessel is above water." Mr. Ryon's report was transmitted to the Chief of Engineers on December 10, 1909, with the request that $75 be allotted to defray the expenses of examination and report, and the allotment was made on December 13, 1909. Examination of the wreck, made on Decem- ber 28, 1909, indicated that the wreck was not a serious obstruction and accordingly it was not removed. The allotment was expended to defray the expenses incidental to the examination and report. (c) Wreck of bugeye in Locklies Creek, Virginia.-A. E. Segar & Co. reported under date of April 19, 1910, " There is a bugeye of about 15 tons burden sunk in navigable water in Locklies Creek, and it does not look as if the owner is going to get it up, as it has been there over three months since it sunk, and he has wrecked it with exception of the mast." An allotment of $40 was made on April 25, 1910, for examination and report. The examination, made on May 11, indicated that this wreck was not a serious obstruction to navigation and accordingly it was not removed. The allotment was expended to defray the ex- penses incidental to the examination and report. (d) Wreck, or submerged obstruction, at Kettle Bottom Shoals, Potomac River, Maryland.-The commanding officer of the U. S. S. Dolphin reported, under date of April 26, 1910, " at 1.50 p. m. to-day when this vessel was passing Kettle Bottom (outward bound), spar buoy " C " on the starboard beam 75 yards distant, she struck a sub- merged object a glancing blow, producing a considerable shock to the ship. Judging from the sound and feeling of the blow it was a submerged log or mast." An allotment of $250 was made on May 19 for examination and report. An examination of the locality was made on May 25, 1910, when the zone, in which the submerged object had been reported, was thoroughly sounded and swept on close ranges with lead line and sounding rod, and no obstruction was found; inquiries were made and the parties having local knowledge knew nothing of a wreck or ob- struction near buoy C, other than the " oyster lumps," having from 12 to 16 feet of water over them. The spar buoys in the " channel generally used " are placed in the axis of the channel and ships are supposed to pass almost in contact with them. It is believed that the U. S. S. Dolphin was farther northward than reported, and struck either the 13-foot " oyster lump " lying eastward of buoy C, or an uncharted lump. Kettle Bottom shoal presents the most difficult problems in navigating the Potomac River. This reach of river is filled with oyster lumps, rising gener- ally from a 22-foot depth to a height of 3 to 10 feet, in conical and spire-like forms. It has been reported that ships have grounded on these lumps, and in some cases have received serious injuries. It is understood that survey parties of the United States Coast and Geo- detic Survey spent several years in trying to locate these lumps, and that they did not succeed in locating all of them is evident from the 1374 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARIMY. fact that during the surveys made by this office at the time of the dredging of " deep ship channel" several lumps were found which were not and are not now charted. To make the " channel gen- erally used " definitely safe for navigation, it would be necessary to sweep every foot of the river bottom for a length of 7 miles and a width of at least 600 feet with a sweep specially constructed to positively locate any and all lumps therein, and such work, it is be- lieved, would require a special authorization from Congress for the reason that funds " for removing sunken vessels or craft obstructing or endangering navigation" are not applicable to the removal of natural obstructions, and also for the reason that this channel has never been improved by the General Government the improvement in this vicinity having been made in the " deep ship channel " under the project for securing channels 24 feet deep and 200 feet wide through the shoals of the lower Potomac River. It is the opinion of the district officer that it would be advisable to encourage the more general navigation of the " deep ship channel" in preference to the " channel generally used," by the establishment of range post lights to aid in navigating the "deep ship channel" during day and night, the buoys being liable to displacement by ice and other means, as in the case of spar buoy C (noted by the exami- nation); and by increasing the width of "deep ship channel" either to 400 feet, as recommended by the Chief of Engineers for the chan- nels of the lower Potomac in House Document No. 859, Sixtieth Con- gress, first session, or preferably to 600 feet, on account of the great width of the river (10 miles) at this point. If the work of widen- ing this channel should be done in connection with the 400-foot project, presented in House Document No. 859, Sixtieth Congress, first session, the cost would be about $5,000 for a 400-foot channel and $10,000 for a 600-foot channel. If the work at this point should be done independently of the work at other shoals under the project submitted in the document mentioned .above, the cost would be $7,500 for a 400-foot channel and $15,000 for a 600-foot channel. The allotment was expended to defray the incidental expenses of the examination and report. (e) Wreck of sloop at mouth of Skiff Creek, Virginia, a tributary of James River, Virginia.-Complaintwas made, under date of May 4, 1910, by Charles W. Bailey, of a sloop having been sunk in Skiff Creek, Virginia, near its confluence with the James River, about 22 miles above Hampton Roads. An examination was made June 20, 1910, in which it was found that the sloop was without a mast and entirely submerged, with about 7 feet of water over it at low tide. The cost of removing the sloop was estimated at $300. As the ruling depth at low tide over a wide shore bar in James River in front of the mouth of the creek is but 21 feet, the sloop was not considered to be an obstruction to navigation, and its removal at the present time was not recommended. The cost of the examination was $21.97. INDEX. (The references in roman are to part (or volume) and those in arabic to page.] A. Aberdeen, Wash. See Chehalis River and Grays Harbor. Page. Absecon Inlet, N. J., examination and survey ........................... I, 256 Academy Creek, Ga. See Brunswick Harbor. Acushnet River, Mass. See New Bedford Harbor. Adams Creek, N. C., waterway via. See Beaufort Inlet. Agate Bay Harbor, Minn.,improvement of ........................... I, 732; Ir, 2051 Ahnapee (Algoma) Harbor, Wis. See Algoma Harbor. Alabama River, Ala., improvement of ........................... i. , 454; II, 1548 Alameda, Cal. See Oakland Harbor. Alamicut River, Wash., examination of................................ I, 968 Alaska, improvement of St. Michael Canal......................... I, 996; iii, 2436 Albemarle and Chesapeake Canal, N. C. See Albemarle Sound-Norfolk waterway. Albemarle Sound, N. C.: Improvement of waterway to Norfolk, Va., via Currituck Sound. I, 324; II, 1394 Improvement of waterway to Norfolk, Va., via Pasquotank River. I, 323; ir, 1391 Alexandria Bay, N. Y., wreck in......................... ... . I, 899; In, 2338 Alexandria, Va.: Improvement of Potomac River at................................. I, 288, 1344 Wreck in Potomac River at.. ................. .................... I, 307, 1372 Algoma Harbor, Wis., improvement of............. ................ I, 765; ii, 2115 Allegheny River, Pa.: Construction of locks and dams..................... I, 691; II, 1931 Improvement by open-channel work....... ............... I, 690; II, 1930 Improvement of Pittsburg Harbor............... ......... . I, 697; II, 1946 Operating and care of locks and dams........................... I, 692; Ii, 1932 Allouez Bay, Wis. See Duluth Harbor. Alloway Creek, N. J., improvement of.............................. I, 232, 1285 Alpena Harbor, Mich.: Improvement of .............. .............. .... .... ........ I, 843; ii, 2259 Wrecks in ............................ .................. I, 859, 860; II, 2280, 2281 Altamaha River, Ga.: Examination and survey.................................... . I, 407 Improvement of ............................................. I, 390; ii, 1473 Ambrose channel, New York Harbor, N. Y., improvement of......... I, 182, 1.216 Amelia River, Fla. See Fernandina. Amite River, La., improvement of................................ I, 513; ni, 1618 Anacostia River, D. C., improvement of ................................ , 286, 1341 Anahuac channel, Tex., improvement of ..................... ...... I, 541; ii, 1643 Anclote River, Fla., improvement of ................. .......... I, 430; ii, 1525 Ann, Cape, Mass., harbor of refuge. See Sandy Bay. Apalachicola Bay, Harbor, and River, Fla.: Examination and survey of channel to St. Andrews Bay............... I, 459 Improvement of harbor in bay............. ......... ............. I, 437; I, 1532 Improvement of river, including the Cut-off....... ...... .... I, 439; II, 1534 Improvement of channel to St. Andrews Bay ............. . I, 445; II, 1541 Appomattox River, Va.: Improvement of (general)......................................... I, 319; II, 1386 Improvement at Petersburg............... ...... ........... I, 320; II, 1386 Appoquinimink River, Del., improvement of............................. , 243, 1295 56932--10-1 I II INDEX. Appropriations: Page. Fortifications......................................................... I,12 Rivers and harbors .......................................... I, 31 Uniformity relating to, report by board........................................ I, 1015 Aqueduct Bridge, Washington, D. C., repair of .................... I, 1033; In, 2623 Aqueduct, Washington, D. C. See Washington. Aransas Bay and Pass, Tex.: Examination and survey of channel to Rockport......................... I, 559 Examination and survey through Turtle Cove to Corpus Cristi ............ I, 558 Examination and survey of pass........................................ I, 558 Improvement of channel to Pass Cavallo, to Victoria (on Guadalupe River), and to Corpus Christi (via Turtle Cove).... I, 550, 552, 557; iI, 1650, 1652, 1657 Improvement of pass. ............................... I, 555; In, 1655 Arcadia Harbor, Mich.: Examination of..................................................... I, 831 Improvement of.............................................. I, 825; i, 2210 Arcata, Cal. See Humboldt Harbor. Arecibo Harbor, Porto Rico, examination of ................................. I, 1006 Arkansas River: Examinations and surveys between Fort Smith and Tulsa and between Little Rock and Ozark............... .. ................ I, 617 Improvement at Pine Bluff, Ark ........ .. .......... i, 604; in, 1734 Improvement of ........................... I, 599, 602, 603; I, 1727, 1733, 1734 Armament. See Fortifications. Army War College, Washington, D. C., erection of buildings for ............. I, 1057 Arthur Kill, N. Y. and N. J.: Harbor lines at Tufts Point, N. J...................................... I, 1018 Improvement of... ................ . I, 191, 1231 ............ Arthur Lake, Mermentau River, La. See Mermentau River. Ashland Harbor, Wis.: Examination and survey ............................................ I, 757 Improvement of................. ... ................. I, 743; H, 2071 Ashtabula Harbor, Ohio: Examination and survey............................................. I, 879 Improvement of............................................. I, 875; In, 2298 Assistants: Civilian, to engineer officers .... ............................. I, 31 On duty in the Office of the Chief of Engineers............. ..... I, 1062 Atchafalaya Bay Ship Channel Company, maintenance of channel from Morgan City to the Gulf, by ............................................ , 527; In, 1627 Atchafalaya River, La.: Examination and survey from Morgan City to the Gulf.................. I, 529 Improvement of, from Morgan City to the Gulf.................. I, 527; i, 1627 Removing snags and wrecks from............................. I, 618; n, 1751 Atchison, Kans., examination and survey of Missouri River at................. I, 656 Augusta, Ga. See Savannah River. Augusta Narrows, White River, Ark., improvement at............... I, 603; n, 1734 Aux Becs Scies Lake, Mich. See Frankfort Harbor. B. Back Bay of Biloxi, Miss. See Biloxi Harbor. Back Cove, Portland Harbor, Me. See Portland Harbor. Back (Weymouth) River, Mass. See Weymouth River. Bagaduce River, Me., improvement of................................... I, 42, 1087 Ballard, Wash. See Puget Sound-Lake Washington waterway. Baltimore Harbor, Md.: Defenses of........................................................... I, 12 Harbor lines at Sparrows Point......................................... I, 1018 Improvement at Spring Garden.................................... I, 260, 1316 Improvement of channel to........................................ I, 256, 1311 Improvement of channel to Curtis Bay............. ............... I, 259, 1315 Bangor Harbor, Me. See Penobscot River. Bar Harbor, Me., construction of breakwater ............................. I, 38, 1085 Bar Lake, Mich. See Arcadia Harbor. B3arnegat Inlet, N. J., wreck in........................ I, 255, 1309 INDEX. III Barracks, Washington, D. C. See Washington Barracks. Page. Barren River, Ky., operating and care of lock and dam.............. I, 728; n, 2032 Bartholomew Bayou, La. and Ark., improvement of ................. I, 586; ni, 1712 Bastrop Bayou, Tex., improvement of ............................ I, 545; II, 1646 Battalions of Engineers: Equipment of ................................................. , 27, 1070 Proposed increase in number .......... ........................... I, 7 Batteries, gun and mortar. See Fortifications. Battery, the, New York Harbor, N. Y. See New York Harbor. Battles: Of Kings Mountain. See Kings Mountain. Of Point Pleasant, W. Va. See Point Pleasant. Bay Ridge channel, New York Harbor, N. Y.: Examination and survey .................. .......................... r, 188 Improvement of.................................................... I, 185, 1219 Bay River, N. C.: Examination and survey............................................... I, 360 Improvement of . ............................ ......... I, 334; n, 1405 Bayside channel, New York Harbor, N. Y. See New York Harbor. Bear Creek, Miss., improvement of ..................................... I, 597; n, 1719 Beaufort Harbor, N. C.: Examination and survey via bulkhead channel....................... I, 360 Improvement of .............................................. I, 343; In,1417 Improvement of waterway to Newbern........... ....... I, 342; in, 1416 Improvement of waterway to New River.... .......... .. I, 350; I, 1420 Beaufort Harbor, S. C. See Beaufort River and Harbor. Beaufort Inlet, N. C.: Improvement of ............... ................. I,345; n, 1419 Improvement of waterway to Pamlico Sound.................. I, 341; in,1413 Beaufort River and Harbor, S. C., waterway to Savannah (see Savannah Harbor)................................................... .. I,379; n, 1459 Bee Tree Shoals Canal, Tennessee River, Ala. See Tennessee River. Bellingham Bay and Harbor, Wash.: Harbor lines modified .................. .............. ..... I, 1017 Improvement of Whatcom Creek waterway (New Whatcom Harbor).... I, 989; In, 2432 Benton Harbor Canal, Mich. See St. Joseph Harbor. Berrys Creek, N. J., regulations for drawbridges........................... I, 1019 Beverly Harbor, Mass., improvement of .............................. I, 67, 1104 Big Barren River, Ky. See Barren River. Big Kanawha River, W. Va. See Kanawha River. Big Sandy River, W. Va. and Ky.: Improvement of, including Tug and Levisa forks................. I, 713; I, 1984 Operating and care of locks and dams............................. I, 715; n, 1988 Big Sarasota Bay, Fla. See Sarasota Bay. Big Satilla River, Ga., examination of....................................... , 407 Big Sioux River, S. Dak. and Iowa, examination of ... ............... I, 656 Big Stone Lake, Minn., survey of (hydrological observations)....... I, 642; ,II1811 Big Sunflower River, Miss., improvement of........... .. .... I, 594; in, 1720 Biloxi Harbor, Miss., improvement of........................ I, 480; I, 1582 Biscayne Bay, Fla., improvement of....... , 416; n, 1505 Bismarck Harbor, N. Dak. See Missouri River improvement. Blackfish Bayou, Ark., improvement of ............................... I, 615; n, 1746 Black Lake, Mich. See Holland Harbor. Black Mingo Creek, S. C. See Mingo Creek. Black River, Ark. and Mo., improvement of..................... I, 610; n, 1742 Black River, La., improvement of........ ....................... I, 582; x, 1700 Black River, Mich.: Harbor lines at South Haven........................................ I, 1018 Improvement at mouth.............. ................ I, 849; nI, 2262 Improvement at Port Huron ............................... , 853; n, 2269 Black River, N. C., improvement of ................... ....... I, 353; n, 1427 Black River, Lorain, Ohio. See Lorain Harbor. Black River, S. C., examination of ....................................... Black Rock Harbor, Conn. See Bridgeport Harbor. 1, 378 Black Rock Harbor, N. Y.: Improvement of, including lock construction.................... I, 886; n, 2315 Improvement of Lake Erie entrance......................... Ix885; x, 2314 IV INDEX. Black Warrior River, Ala.: Page. Improvement above Tuscaloosa..................... ............... r, 463; n, 1560 Improvement below Tuscaloosa....---........-- .............. I, 463, 464; I, 1561 Operating and care of locks and dams............-......----...... , 472; 11, 1570 Blackwater Creek, or River, Va., improvement of.............. I, 326; II, 1395 Blackwater River, Fla., improvement of. ......................... I, 449; 11, 1544 Block Island, R. I.: Construction of harbor of refuge...... ............................. I, 109, 1143 Examination of inner harbor, Great Salt Pond. .........................- I, 112 Improvement of Great Salt Pond. .............................. I, 110, 1145 Wreck in sound.................................................. I, 112, 1147 Blood River, La. See Tickfaw River. Boards (see also Commissions): Appropriations, uniformity of.... ............ ................. I, 1015 Intra-coastal waterway, Boston, Mass., to the Rio Grande.-.............. I, 1015 Missouri River for a 6-foot channel..................... ................... I, 1015 National Coast Defense Board.......................................... I, 12 Of Engineers for Rivers and Harbors--...--.................... I, 1008; III, 2445 On Fortifications or other Defenses (Endicott Board)................... I, 12 The Board of Engineers .............................................. 1, 11, 1065 Boats. See Dredge boats and Wrecks. Boca Ceiga Bay, Fla., improvement of........................... I, 428; 11, 1523 Boeuf Bayou, La., examination of ......................................... I, 529 Boeuf River, La., improvement of.............................. I, 586; II, 1712 Bogue Chitto, La., improvement of ............................. I, 508; II, 1615 Bogue Falia, La., improvement of.... ..............................I, 508; ii, 1615 Bogue Phalia, Miss., examination and survey............................... I, 599 Bogue Sound, N. C.: See also Beaufort Harbor-New River waterway. Examination and survey ............................................... I, 360 Booms, building of ............................ .......... ................ I, 1032 Bordentown bar, Delaware River, improvement of..................-- I, 220, 1270 Boston Harbor, Mass.: See also Dorchester Bay and Malden, Mystic, and Neponset rivers. Defenses of ............................ .............................. I, 12 Improvement of.......... ...................... ...... I, 73, 1108 Regulations for drawbridges, including tributaries...................... I, 1.019 Brandywine Creek, or River, Del. See Wilmington Harbor. Branford Harbor, Conn., improvement of ............................... I, 121, 1157 Brazos River, Tex.: Examination and survey from Old Washington to Waco.................. I, 578 Improvement between Old Washington and Waco.............. I, 567; ii, 1675 Improvement between Velasco and Old Washington............. I, 568; iI, 1677 Improvement of channel to Matagorda Bay.................. I, 550; i, 1649 Improvement of mouth........................ ......... I, 553; 11, 1654 Improvement of Galveston and Brazos Canal...................-------. , 549; iI, 1648 Operating and care of Galveston and Brazos Canal. .............. I, 553; I, 1653 Brazos Santiago Harbor, Tex., examination and survey...................... I, 559 Bremerton, Wash., harbor lines at.......................................... I, 1017 Breton Bay, Md., improvement of ....................................... I, 290, 1347 Bridgeport Harbor, Conn.: Examination and survey of Poquonock River and Cedar Creek........... I, 138 Improvement of................................. ............... I, 128, 1168 Bridges: Alteration of, obstructing navigation .............. .. ........... . I, 1031 Aqueduct Bridge, Washington, D. C ................... .. I, 1033; II, 2623 Construction of, across navigable waters ......................... I, 1019, 1031 Delaware Bay to Chincoteague Bay, repair of, across waterway...... I, 254, 1308 Highway Bridge, Washington, D. C......... ................... I, 1041; III, 2678 Mississippi River, between Fort Snelling and St. Paul, Minn.... I, 1059; in, 2741 Niobrara River, Nebr..................................... I, 1060; r, 2743 Roadway at tidal reservoir, Washington, D. C ................ .. I, 282, 1335 Rules governing opening of draws..................................... I, 1019 Yellowstone National Park .................................. , 1053; III, 2735 Broad Creek River, Del.: Examination and survey............................................ I, 282 Improvement of.................................................. I, 277, 1331 INDEX. Broadkill Creek, or River, Del.: Page. Improvement of ............................ ................ I, 253, 1307 Wrecks in.................... ............................ I,255, 1309, 1310 Broad Sound, Boston Harbor, Mass. See Boston Harbor. Bronx River, N. Y., improvement of................ ......... I,143, 1183 Brooklyn, N. Y. See East River, Gowanus Bay, and Newtown Creek. Brothertown Harbor, Wis. See Fox River. Browns Creek, N. Y., improvement of................................. I,164, 1201 Brule Plaquemine, Bayou, La., improvement of ..................... I,518; II, 1622 Brunswick Harbor, Ga., improvement of............................ I,398; II, 1480 Brunswick River, N. C. See Cape Fear River below Wilmington. Budd Inlet, Wash. See Olympia Harbor. Buffalo Bayou, Tex. See Galveston Bay and Harbor. Buffalo Creek, or River, N. Y. See Buffalo Harbor improvement. Buffalo Harbor, N. Y.: Examinations and surveys........................................... I,890 Improvement of. ................................... I, 883; n, 2309 Improvement of Black Rock Harbor and channel .... ..... I,886; 1, 2315 Improvement of channels in waters connecting Great Lakes...... I,832; 11, 2219 Improvement of Lake Erie entrance to Erie Basin and Black Rock Har- bor ... ............... ... .................. .... I, 885; n11, 2314 Buffalo River, or Creek, N. Y. See Buffalo Harbor improvement. Buildings: Army War College, Washington, D. C................................. .... , 1057 Engineer Post and School, Washington, D. C ................. ..... ..... I,1057 Public, District of Columbia....................... I,1041; In, 2651, 2699 Bulkhead lines, establishment of.............. ............................ I,1017 Bullis, Spencer S., contract with. See Gulfport Harbor. Burlington Harbor, Vt., improvement of................... .............I,85, 1118 Burr Creek, Conn. See Bridgeport Harbor. Byram River, N. Y. See Port Chester Harbor. C. Cable galleries. See Fortifications. Cache River, Ark., improvement of .............................. I,608; n, 1741 Caddo Lake, Tex. and La.: See also Cypress Bayou. Improvement by construction of dam at foot of .................. I,573; 11, 1690 Survey for construction of lock in dam at foot of.......--.................... I,577 Cahaba River, Ala., examination and survey................................ I,460 Calaveras River, Cal. See Mormon Channel. Calcasieu Pass and River, La., improvement of ................... I,505; 11, 1613 California Debris Commission.................................. I,1010; III, 2617 Caloosahatchee River, Fla., improvement of .................... I,421; 11, 1512, 1513 Calumet Harbor, Wis. See Fox River. Calumet Harbor and River, Ill. and Ind.: Improvement of harbor (South Chicago Harbor)................. I,787; 11, 2151 Improvement of river. .......... ...................... I,789; 11, 2153 Reversing flow of river....................................... I,791; n, 2154 Wreck in river...-................................ .... xI,795; n11, 2161 Cambridge Harbor, Md.: Examination and survey ........... ................................. I,282 Improvement of................................................. I,267, 1321 Camden Harbor, Me., improvement of.......................................... I,45, 1090 Camden Harbor, N. J. See Cooper Creek and Delaware River. Canada, Dominion of: Commerce through St. Marys Falls Canal. See St. Marys Falls Canal. Transmission of electrical power into United States at Niagara Falls................................................. I,1050, 1052; ni, 2722 Canals, locks, and dams (see also Waterways): Albermarle and Chesapeake Canal, N.:C. See Albermarle Sound-Norfolk waterway. Allegheny River, Pa., locks and dams. See Allegheny River. Appropriation for operation and care................................ I, 31, 33 Barren River, Ky., lock and dam. See Barren River. Bee Tree Shoals Canal, Ala. See Tennessee River. Benton Harbor Canal, Mich. See St. Joseph Harbor. VI INDEX. Canals, locks, and dams (see also Waterways)-Continued. Page. Big Barren River, Ky., lock and dam. See Barren River. Big Kanawha River, W. Va., locks and dams. See Kanawha River. Big Sandy River, W. Va. and Ky., locks and dams. See Big Sandy River. Black Rock Harbor, N. Y., lock. See Black Rock Harbor. Black Warrior River, Ala., locks and dams. See Black Warrior River. Boston, Mass, to Rio Grande, survey for intra-coastal waterway.......... I, 1015 Brazos River, Tex., locks and dams. See Brazos River. Brazos River, Tex., to Galveston. See Galveston and Brazos Canal and West Galveston Bay. Caddo Lake, Tex. and La., dam. See Caddo Lake. Calaveras River, Cal., to Mormon Channel, San Joaquin River. See Mor- mon Channel. Canadian Canal, St. Marys River, Ont., commerce. See St. Marys Falls Canal. Cape Fear River above Wilmington, N. C., locks and dams. See Cape Fear River. Care and maintenance, appropriation for.......... ............. I, 31, 33 Cascades Canal, Columbia River, Oreg. See Columbia River. Chicago (Lockport), Ill., to St. Louis, Mo., and the Gulf, 14-foot waterway. See Chicago Harbor. Club Creek, Ga., to Plantation Creek. See Club Creek. Clubfoot and Harlowe Canal, N. C. See Newbern-Beaufort waterway. Colbert Shoals Canal, Ala. See Tennessee River. Columbia River, Cascades Canal. See Columbia River. Columbia River, The Dalles Rapids to Celilo Falls, locks and canal. See Columbia River. Congaree River, S. C., lock and dam. See Congaree River. Coosa River, Ga. and Ala., locks and dams. See Coosa River. Cumberland River, Tenn. and Ky., locks and dams. See Cumberland River. Dams, permits for erection of............................................ I, 1032 Delaware Bay, Del., to Rehoboth Bay. See Delaware Bay. Des Moines Rapids Canal, Mississippi River. See Mississippi River. Des Plaines River, Ill., 14-foot waterway via. See Chicago Harbor. Dismal Swamp Canal, Va. and N. C. See Norfolk-North Carolina sounds waterway. Duluth Canal, Minn. See Duluth Canal. Elk River Shoals Canal, Ala. See Tennessee River. Estherville-Minim Creek Canal, S. C. See Estherville-Minim Creek Cahal. Expenditures for operation and care--................................ T, 31, 33 Fox River, Wis., locks and dams. See Fox River. Galena River, Ill., lock and dam. See Galena River. Galveston, Tex., to Brazos River. See Galveston and Brazos Canal and West Galveston Bay. Great Kanawha River, W. Va., locks and dams. See Kanawha River. Green River, Ky., locks and dams. See Green River. Hales bar, Tennessee River, lock and dam. See Tennessee River. Illinois and Mississippi Canal, Ill. See Illinois and Mississippi Canal. Illinois River, Ill., locks and dams. See Illinois River. Illinois River, Ill., 14-foot waterway from Lockport (Chicago) to St. Louis, Mo., and mouth of the Mississippi. See Chicago Harbor. Kanawha River, W. Va., locks and dams. See Kanawha River. Kentucky River, Ky., locks and dams. See Kentucky River. Keokuk (Des Moines Rapids) Canal, Mississippi River. See Mississippi River. Keweenaw Bay to Lake Superior. See Keweenaw Bay-Lake Superior waterway. Lake Washington Canal, Wash. See Puget Sound-Lake Washington water- way. Levisa Fork, Big Sandy River, Ky., locks and dams. See Big Sandy River. Little Kanawha River, W. Va., locks and dams. See Little Kanawha River. Lockport, Ill., to St. Louis, Mo., and mouth of the Mississippi, 14-foot waterway. See Chicago Harbor. Louisville and Portland Canal, Ky. See Ohio River. Michigan Lake to St. Louis, Mo., and the Gulf, 14-foot waterway. See Chicago Harbor. Michigan Lake to Sturgeon Bay. See Sturgeon Bay and Lake Michigan Canal. INDEX. VII Canals, locks, and dams (see also Waterways)-Continued. Page. Minim Creek-Estherville Canal, S. C. See Estherville-Minim Creek Canal. Mississippi River, Des Moines Rapids Canal. See Mississippi River. Mississippi River to Illinois River. See Illinois and Mississippi Canal. Mississippi River, Moline, Ill., lock and dam. See Mississippi River. Mississippi River, reservoirs. See Mississippi River. Mississippi River, St. Paul to Minneapolis, locks and dams. See Mississippi River. Mississippi River, 14-foot waterway from mouth to St. Louis, Mo., and Lockport (Chicago), Ill. See Mississippi River. Moline Harbor, Ill., lock and dam. See Mississippi River. Monongahela River, W. Va. and Pa., locks and dams. See Monongahela River. Morgan Canal, Tex. See Morgan Canal. Mormon Channel, San Joaquin River, Cal., to Calaveras River. See Mor- mon Channel. Mosquito Creek Canal, S. C. See Santee River. Muscle Shoals Canal, Ala. See Tennessee River. Muskingum River, Ohio, locks and dams. See Muskingum River. Navigation of, regulations for ..................................... I,1018 North Carolina Cut, N. C., waterway via. See Norfolk-Albemarle Sound waterway. Ohio River, locks and dams. See Ohio River. Ohio River, Louisville and Portland Canal. See Ohio River. Operation and care, appropriation for................................ I,31, 33 Osage River, Mo., lock and dam. See Osage River. Ouachita River, Ark. and La., locks and dams. See Ouachita River. Permanent appropriation for operation and care......................... I, 32 Plantation Creek, Ga., to Club Creek. See Plantation Creek. Plaquemine Bayou, La., lock. See Plaquemine Bayou. Portage Lake canals, Mich. See Keweenaw Bay-Lake Superior waterway. Port Arthur Canal, Tex. See Port Arthur Canal. Potomac River at Washington, D. C., lock at tidal reservoir. See Potomac River. Puget Sound-Lake Washington waterway. See Puget Sound-Lake Wash- ington waterway. Regulations for navigation of ....................... ............... I, 1018 Rio Grande to Boston, Mass., survey for intracoastal waterway...... .. , 1015 Rock River, Ill. See Illinois and Mississippi Canal. Rough River, Ky., lock and dam. ' See Rough River. Rules for navigation of............................................... I,1018 St. Clair Flats Canal, Mich. See St. Clair Canal and River. St. Louis, Mo., 14-foot waterway from Lockport (Chicago), Ill., to, and mouth of the Mississippi. See Mississippi River. St. Marys Falls Canal, Mich. See St. Marys River, etc. St. Michael Canal, Alaska. See St. Michael Canal. Salmon Bay, Wash., waterway via. See Puget Sound-Lake Washington waterway. San Joaquin River, Cal., Mormon Channel to Calaveras River. See Mor- mon Channel. Scott Point, Tennessee River, lock and dam at Hales bar. See Tennessee River. Seattle Canal, Wash. See Puget Sound-Lake Washington waterway. Shilshole Bay, Wash., waterway via. See Puget Sound-Lake Washington waterway. Sturgeon Bay and Lake Michigan Canal, Wis. See Sturgeon Bay and Lake Michigan Canal. Superior Lake to Keweenaw Bay. See Superior Lake. Teche Bayou, La., lock and dam. See Teche Bayou. Tennessee River, canals, locks, and dams. See Tennessee River. Tombigbee River, Ala., locks and dams. See Tombigbee River. Trinity River, Tex., locks and dams. See Trinity River. Tug Fork, Big Sandy River, W. Va. and Ky., locks and dams. See Big Sandy River. Turners Cut, N. C., waterway via. See Norfolk-North Carolina sounds waterway. Union Lake, Wash., waterway via. See Puget Sound-Lake Washington waterway. VIII INDEX. Page. Canals, locks, and dams (see also Waterways)-Continued. Wabash River, lock and dam. See Wabash River. Warrior River, Ala., locks and dams. See Warrior River. Washington, D. C., lock at tidal reservoir, Potomac River. See Potomac River. Washington Lake to Puget Sound, waterway. See Puget Sound-Lake Washington waterway. Washita (Ouachita) River, Ark. and La., locks and dams. See Ouachita River. West Galveston Bay and Brazos River Canal, Tex. See Galveston and Brazos Canal and West Galveston Bay. White River Ark., locks and dams. See White River. Yamhill River, Oreg., lock and dam. See Yamhill River. Yuba River, Cal., restraining dam. See California D6bris Commission. Canarsie Bay, N. Y., improvement of ............................ ... I, 154, 1192 Cane River, La., improvement of ......... ........ ........ . I, 581; ii, 1699 Caney Fork River, Tenn.: Examination of ...................................................... I, 667 Improvement of ..................................................... I, 666 Cannouchee River, Ga., examination and survey. .................... I, 407 Cape Ann, Mass., harbor of refuge. See Sandy Bay. Cape Charles City Harbor, Va,, improvement of ................ I, 321; ii, 1388 Cape Fear River, N. Q.: Examination and survey at and below Wilmington and of Northeast Branch.............................................................. I, 360 Defenses of........................................................................................ I, 12 Improvement above Wilmington. .................. I, 354, 355; ii, 1430, 1431 Improvement at and below Wilmington. .............. . ... I, 356; ii, 1432 'Wrecks Improvement of Northeast Branch. in................ ................................ I, 351; ii, 1425 ................... Cape Lookout, N. C., examination and survey for harbor of refuge . ........ ............. I, 359 I, 359 Cape May, N. J. See Cold Spring Inlet. Cape May Real Estate Company. See Cold Spring Inlet. Cape Porpoise Harbor, Me., improvement of............................ I, 54, 1096 Cape Vincent Harbor, N. Y., improvement of .................... I, 897; ii, 2335 Capitol, Washington, D. C., telegraph line. See Public buildings and grounds. Carrabelle Harbor and River, Fla., improvement of .................. I, 435; ii, 1531 Carriages, gun and mortar. See Fortifications. Carrollton, Mo., monument over grave of General Shields.................... , 1062 Carters Creek, Va., improvement of ..... ............................... I, 299, 1360 Cascades Canal, Columbia River, Oreg.: Construction of .................................................. 1, 946; III, 2390 Operating and care ......................................... I, 947; nI, 2391 Casemates, mining. See Fortifications. Caseys Pass, Fla., examination and survey .................... ............ I, 435 Cassidys Bayou, Miss., examination and survey ........................ I, 599 Cavallo Pass, Tex.: Improvement of channel to Port Lavaca ...................... . I, 554; ii, 1654 Improvement of channel to Aransas Pass ................... I, 550; ii, 1650 Cedar Bayou, Tex., improvement of ........................... I, 543; ii, 1644 Cedar Creek, Conn. See Bridgeport Harbor. Cedar Island Bay, N. C., examination and survey ..... ........................... I, 360 Cedar River, Iowa, examination of.......................................... I, 629 Chambersia (Anahuac) channel, Tex. See Anahuac channel. Champlain Lake, N. Y. and Vt.: Burlington Harbor, Vt. See Burlington Harbor. Narrows, improvement of. .................................... I, 88, 1120 Plattsburg Harbor, N. Y. See Plattsburg Harbor. St.Albans Harbor, Vt. See St. Albans Harbor. Wrecks in narrows of................................................. I, 88, 1121 Channels. See Rivers and harbors. Charles River, Boston, Mass., improvement of.............................. I, 73, 1108 Charleston Harbor, S. C.: Defenses of ............... .............. ........... I, 12, 16 Estimate of cost of further improvement of ................ ....... I, 379 Improvement of. .......................................... t i, 374; in, 1455 Improvement of wa erway to McClellanville................... I, 373; , 1453 Wrecks in .... . ........ I, 377, 378; iI, 1457 INDEX. Ix Page. Charlevoix Harbor, Mich., improvement of............................. I,828; ii, 2214 Charlotte Harbor, Fla., improvement of............................. I,421; ni, 1512 Charlotte Harbor, N. Y.: Examination and survey.................... . ........................ I, 900 Improvement of ...................................... I,891; II, 2325 Charts. See Maps. Chattahoochee River, Ga. and Ala., improvement of, below Columbus. I,444; II, 1539 Chattanooga, Tenn. See Tennessee River. Cheboygan Harbor, Mich.: Examination of waterway to Petoskey............................... I,860 Improvement of ... ................................ I,841; Ii, 2258 Cheesequake Creek, N. J., improvement of ..........- ................ I, 207, 1250 Chefuncte River, La., improvement of .. ........................ I,508; Ii, 1615 Chehalis River, Wash., improvement of ......................... I,973; IIu, 2421 Chelsea Creek, Mass. See Boston Harbor. Chequamegon Bay, Wis. See Ashland Harbor. Chesapeake Bay, Md. and Va.: Defenses at entrance ........................................ I,12 Examinations and surveys ............ ............................ I,281 Waterway to Albemarle Sound. See Norfolk-Albemarle Sound waterway. Waterway to sounds of North Carolina (to Pamlico Sound). See Norfolk- North Carolina sounds waterway. Wrecks in............................................. I,281, 1334 York Spit, shoals opposite. See Patapsco River channel to Baltimore. Chester River, Md., improvement of ................................... I,268, 1322 Chicago Harbor and River, Ill.: Calumet Harbor and River. See Calumet Harbor and River. Channels in waters connecting Great Lakes, improvement of..... i, 832; ii, 2219 Examination of west fork of South Branch of ............. I,796 ................... Improvement of harbor................................................ I,781; in, 2145 Improvement of river.................................... I, 783; II, 2147 South Chicago Harbor. See Calumet Harbor and River. Survey for 14-foot waterway from Lockport to St. Louis, Mo., and the Gulf, including report on water power and land drainage................... I,1014 Wrecks near Ashland avenue in West Fork, and in North Branch Canal and turning basin.. .. ................................... I, 795; i, 2161 Chickasahay River, Miss., improvement of...................... I,478; ni, 1579 Chickasaw Creek, Ala., examination of bar at mouth. ....................... r, 488 Chief of Engineers, officers on duty in Office of the......................... I, 1062 Chincoteague Inlet and Bay, Va.: Examination and survey of inlet..................................... I,256 Repair of bridges over waterway to Delaware Bay .................. I,254, 1308 Chipola River, Fla.: Improvement of lower river ................................ ....... I,439; ii, 1535 Improvement of upper river................................... I,440; ii, 1535 Chitto, Bogue, La., improvement of.................................. I,508; ii, 1615 Chocolate Bayou, Tex., improvement of. ......................... I,546; I, 1646 Choctawhatchee River, Fla. and Ara., improvement of ............. I, 447; ii,1542 Choptank River, Md.: See also Cambridge Harbor. Improvement of ...................................... ........ I,269, 1323 Christiana River, Del.: Examination of............ ......................................... I,255 Improvement of Wilmington Harbor................................ I,240, 1291 Cimarron River, Okla., examination and survey for diversion of North Cana- dian River into............ ....................................... I,617 Cincinnati, Ohio. See Ohio River. Civilian assistants to engineer officers............. ................ , 31 Claiborne Harbor, Md., improvement of. ... ....................... I, 265, 1320 Clark Creek or River, S. C.: Examination of ........................................................... I,378 Improvement of ................ ..................... I,363; rr, 1444 Clark Fork, Columbia River, Wash. See Pend Oreille River. Clatskanie River, Oreg.: Examination and survey.......... ........ ...... ............. , 968 Improvement of...................... ......................... I,961; In, 2411 X INDEX. Page. Clear Creek, Tex., improvement of ............................. I, 544; II, 1645 Clearwater Harbor, Fla., improvement of............._.......... I, 428; II, 1523 Clearwater River, Idaho, examination and survey .......................... I, 950 Cleveland Harbor, Ohio, improvement of ................... I, 869; ii, 2292 Clinch River, Tenn., improvement of ....................... I, 676; in, 1877 Clinton River, Mich., improvement of .......... ........ ..... I, 855; ii, 2271 Club Creek, Ga., improvement of .................... ....... r, 397; II, 1479 Clubfoot and Harlowe Canal, N. C., waterway via. See Newbern-Beaufort waterway. Clubfoot Creek, N. C., waterway, via. See Newbern-Beaufort waterway. Coanjock Bay, N. C., waterway via. See Norfolk-Albemarle Sound waterway. Coast defenses. See Fortifications. Coasters Island Harbor, R. I., improvement of ....................... I, 103, 1138 Cocheco River, N. H.: Examination and survey.............. . ................... , 59 Improvement of...... .................................... I, 57, 1098 Cocodrie Bayou, La., examination of ................................. I, 529 Cohansey River, N. J., improvement of . ....... .... ............ , 233, 1286 Coit (Shaws) Cove, New London Harbor, Conn. See New London and Thames River. Colbert Shoals Canal, Tennessee River, Ala., improvement of........ I, 669; I, 1865 Cold Spring Inlet, N. J., improvement of.......... .............. I, 238, 1290 Coldwater River, Miss., improvement of...................... I, 592; in, 1720 College, War, Army, Washington, D. C., erection of buildings for............ I, 1057 Columbia River, Oreg. and Wash.: Bridgeport to Kettle Falls, Wash., improvement of ............ I, 992; iIi, 2434 Cascades Canal, construction of ...................... I, 946; III, 2390 Cascades Canal, operating and care..... ................ I, 947; III, 2391 Celilo Falls to Snake River, including tributaries, improvement from.... I, 942; III, 2383 Celilo Falls to The Dalles Rapids, improvement from........... I, 943; rII, 2386 Clark Fork. See Pend Oreille River. Examination and survey below Willamette River. ... . ........ I, 968 Examination and survey from Snake River to Wenatchee ............... I, 999 Examination and survey from Vancouver, Wash., to mouth of Willamette River................................................................... I, 950 Examination in front of town of Hood River....................... I, 950 Gauging......................................... r, 967; in, 2416 Mouth, defenses at............................................................. I, 12 Mouth, improvement at.................................. I, 958; in, 2406 Mouth to Willamette River, improvement from, including dredge construc- tion................................................... I, 955, 1274; in, 2402 Threemile Rapids, improvement at........ ................ I, 943; II, 2386 Vancouver, Wash., to Willamette River, improvement from..... I, 948; III, 2394 Wenatchee, Wash., to Bridgeport, improvement from........... I, 991; III, 2433 Commencement Bay, Wash. See Tacoma Harbor. Commissioned officers. See Corps of Engineers. Commissions (see also Boards): California Debris Commission................................ I, 1010; in, 2617 Mississippi River Commission. .................. I, 1015; in, 2917, 3110 Mississippi River for 14-foot waterway..-.. ........................... I, 1014 Permanent International Commission of Congresses of Navigation ........ I, 1016 Compton Creek, N. J., improvement of................................ I, 206, 1248 Conecuh River, Ala., improvement of............................. I, 453; In, 1547 Coney Island channel, N. Y., improvement of........................... I, 177, 1211 Congaree River, S. C.: Examination of .... .... ............................... I, 378 Improvement of.............................................. I, 371; n, 1451 Operating and care of lock and dam......................... I, 373; in, 1453 Congresses of Navigation, Permanent International Commission of........ . I, 1016 Conneaut Harbor, Ohio: Examination and survey............................................... I, 879 Improvement of........................ Connecticut River, Mass. and Conn.: ....... .............. ...... I, 877;ii, 2299 Examination and survey from Hartford to Holyoke, and from mouth to Hartford............. ............................................. I, 138 INDEX. XI Page. Connecticut River, Mass. and Conn.-Continued. Improvement between Hartford, Conn., and Holyoke, Mass......... I, 116, 1154 Improvement below Hartford, Conn .............................. I, 117, 1154 Contentnia Creek, N. C.: Examination and survey.................... ... ......... ......... I, 359 Improvement of....... ...... ..................... I, 335; ii, 1406 Contingencies of rivers and harbors, estimate of appropriation for......... I, 33, 1009 Contingencies, Engineer Department, Philippine Islands..................... I, 31 Continuing contracts: Appropriations, estimate for................................. ........ I, 31,33 Arthur Kill, N. Y. and N. J................................... I, 191,1231 Ashtabula Harbor, Ohio................................... I, 875; ii, 2298 Bay Ridge channel, New York Harbor, N. Y .................... I, 185, 1219 Beaufort Inlet, N. C., to Pamlico Sound, waterway.... ........ I, 341; ii, 1413 Black Warrior River, Ala... ............................. ......... I, 466; 11, 1561 Boston Harbor, Mass... ............. ......................... ........ , 73,1108 Bridgeport Harbor, Conn. ......................................... I, 128, 1168 Cape Fear River above Wilmington, N. C ............. . ... ... I, 355; n, 1431 Cleveland Harbor, Ohio......... ...................... I, 869; n, 2292 Cold Spring Inlet, N. J.............. .............. ........ I, 238, 1290 Cumberland River below Nashville, Tenn...-.................. I, 660; I, 1848 Delaware River, Pa. and N. J................................... I, 213; 1257 Detroit River, Mich......................................... I, 857; n, 2272 Estimate of appropriations for........................................ I, 31, 33 Fairport Harbor, Ohio .................................... I, 873; I, 2295 Galveston-Houston ship channel, Tex.................. ........ I, 536; n, 1638 Gowanus Bay channels, New York Harbor, N. Y.................. I, 185, 1219 Houston-Galveston ship channel, Tex........................ I, 536; II, 1638 Huron Harbor, Ohio ................. ................... I, 866; n, 2288 Kentucky River, Ky. ........................ ...... I, 716; n, 1992 Livingstone channel, Detroit River, Mich.................... I, 857; Ii, 2272 Ludington Harbor, Mich.................. ..... ............. I, 819; II, 2202 Manitowoc Harbor, Wis......................................... I, 769; II, 2120 Milwaukee (inner) Harbor, Wis......................... I, 774; n, 2129 Newark Bay, N. J., to Kill van Kull............. .......... I, 195, 1235 Newport Harbor, R. I.......................................... I, 104, 1139 New York Harbor, N. Y., Gowanus Bay channels................ I, 185, 1219 Norfolk Harbor, Va.................................................. I, 312; n, 1375 Ohio River, locks and dams ..................................... I, 703; n, 1949 Pamlico Sound, N. C., to Beaufort Inlet, waterway.... ....... I, 341; n, 1413 Passaic River, N. J ..... ............................. I, 189, 1225 Providence Harbor and River, R. I............................. I, 101, 1137 Puget Sound-Lake Washington waterway, Wash............... I, 982; In, 2426 Raritan Bay to Kill van Kull, N. J. and N. Y ............ .... . I, 195, 1235 Red Hook channel, New York Harbor, N. Y. ......... ........... , 185, 1219 Saginaw River, Mich....................................... I, 844; n, 2260 St. Andrews Bay, Fla ..................................... I, 446; n, 1541 St. Marys River, Mich., at the falls.................. ... . I, 834; in, 222) Sandusky Harbor, Ohio............................... I, 864; ni, 2286 San Francisco Harbor, Cal......... ....................... I, 910; II, 2347 San Luis Obispo Harbor, Cal......................................... I, 908; In, 2345 Shooters Island channel, N. J .................... .... ........ I, 195, 1235 Siuslaw River, Oreg.............. .................... .. I, 935; ni, 2377 Staten Island Sound, N. Y. and N. J.............................. I, 195, 1235 Tombigbee River, Ala. ...................................... I, 466; n, 1561 Warrior River, Ala ............... .... ..... .......... I, 466; n, 1561 Wilmington, N. C. See Cape Fear River, supra. Contracts, continuing. See Continuing contracts. Contrary Lake, Mo., examination and survey of Missouri River at..........x , 657 Cooper Creek, N. J., improvement of .................................. , 224, 1277 Cooper River, S. C., examination and survey. .................. ........... I, 379 Coosa River, Ga. and Ala.: Examination and survey at headwaters, etc ........ ............... I, 460 Improvement above East Tenn., Va. and Ga. R. R. bridge...... I, 456; n, 1551 Improvement below East Tenn., Va. and Ga. R. R. bridge.... I, 456, 457; I, 1552 Operating and care of locks and dams........................ I, 459; n, 1554 XII INDEX. Coos Bay, Harbor, and River, Oreg.: Page. Construction of dredge for Oregon coast harbors ............... I, 938; in, 2380 Improvement of entrance to bay and harbor .................... I, 932; i, 2373 Improvement of river .............................. .... .. I, 934; in, 2376 Coquille River, Oreg.: Examination and survey at the mouth ............................... I, 950 Improvement of ................. ........................... ... I, 930; III, 2371 Cordova Bay, Alaska, harbor lines established.......... ............. I, 1017 Core Creek, N. C., waterway via. See Beaufort Inlet. Core Sound, N. C., examination and survey for waterway via................ I, 360 Corney Bayou, La., improvement of .............................. I, 588; II, 1713 Corps of Engineers: Civilian assistants to engineer officers .................................. I, 31 Duties . . . . ..................................... ........ . ...... .... I, 3,8 Engineer depots.............................. I, 24, 27, 1067, 1075, 1077, 1079 Engineer equipment of troops...................................... I, 27, 31 Engineer School and Post, buildings for .............................. I, 1057 Laws of the 61st Congress, 2d session, affecting the. .. ............... in, 2751 Officers on duty in Office of the Chief of Engineers .................... I, 1062 Personnel, commissioned, number, distribution, and changes during the year.......-- ....... ................. ................ I, 3, 4 Personnel, commissioned, proposed increase in. .... ................. I, 7, 8 Personnel, noncommissioned, proposed new grades ..................... I, 9 Personnel, proposed increase in battalions. ........................ I, 6 Corpus Christi Bay and Harbor, Tex.: Examination and survey of channel to Aransas Pass .............. I, 558 Improvement of channel from Corpus Christi to Aransas Pass via Turtle Cove............................................. I, 552, 557; In, 1652, 1657 Corsica River, Md., examination and survey .............................. I, 282 Courtableau Bayou, La., examination and survey........................... I, 529 Cowlitz River, Wash.: Examination and survey above Castlerock. ........................... I, 968 Improvement of . . . . ....................................... I, 962; In, 2412 Regulations for drawbridge at Kelso .............................. I, 1019 Craft, water. See Dredge boats and Wrecks. Crisfield Harbor, Md., improvement of ............................... I, 280, 1333 Croatan Sound, N. C., waterway via. See Norfolk-North Carolina sounds waterway. Crockett, Fort, Galveston, Tex., sea wall, embankment, and fill...... I, 557; Crooked (Carrabelle) River, Fla. See Carrabelle Harbor. in, 1657 Crum River, Pa., examination and survey. ................ ................ I, 256 Crystal River, Fla., improvement of. ............. ....................... I, 429; 11, 1524 Cuba, defenses of Guantanamo Bay ...................... ..................... I, 19 Cumberland River, Ky. and Tenn.: Examination from Lock No. 7 to Lock No. 21 .......................... I, 667 Improvement above Nashville, Tenn ...................... I, 663; 11, 1849 Improvement below Nashville, Tenn. ........................... I, 660; 11, 1848 Operating and care of locks and dams. ........................ I, 666; iT, 1856 Cumberland Sound, Ga. and Fla.: Improvement of ........ ............................... I, 405; 11, 1486 Improvement of waterway between Savannah and Fernandina.. I, 401; 11, 1483 Current River, Ark. and Mo., improvement of ......... . . ... . . I, 611; 11, 1743 Currituck Sound, N. C., waterway via. See Norfolk-Albemarle Sound water- way. Curtis Bay, Baltimore, Md., improvement of channel to............... I, 259, 1315 Cuyahoga River, Ohio. See Cleveland Harbor. Cypress Bayou, Tex. and La.: Improvement of, including connecting lakes between Shreveport, La., and Jefferson, Tex.................................... , 572, 573; in, 1688, 1690 Survey for lock in dam at foot of Caddo Lake ............................. I, 577 Cypress Top Outlet, Choctawhatchee River, Fla. See Choctawhatchee River. INDEX. XIII D. Page. Dalecarlia reservoir, Washington Aqueduct D. C. See Washington. Dallas, Tex., contribution of citizens for improvement of Trinity River ..... I, 33, 570; In,1679 Dams. See Canals, Rivers and Harbors, and Waterways. D'Arbonne Bayou, La., improvement of ................................... I, 588; In, 1713 Darien Harbor, Ga., improvement of ............................. I, 388; In, 1471 Datum plane at harbors on western shore of Lake Michigan. .............. I, 758 Deal Island, Md., improvement of lower thoroughfare at Wenona...... I, 280, 1334 D6bris, mine, in California. See California D6bris Commission. Deep Bay, N. C., improvement of waterway to Swan Quarter Bay ... I, 332, n, 1403 Deep Creek Branch, Elizabeth River, Va., waterway via. See Norfolk-North Carolina sounds waterway. Deep River, Wash. See Alamicut River. Defenses, seacoast. See Fortifications. Delancey Cove, N. Y. See Larchmont Harbor. Delaware Bay and River, N. J., Pa., and Del.: Bordentown bar,,improvement of ................... ....................I, 220, 1270 Defenses of....... ............... .................................... I, 12 Delaware Breakwater, Del., maintenance and repair of ........... . I, 222, 1273 Examinations and surveys from Allegheny avenue, Philadelphia, to Tren- ton, N. J., and to the sea; and at Trenton.......... ......... I, 224 Harbor lines at Philadelphia, Pa..................................... I, 1018 Harbor of refuge in bay, construction of........................... I, 222, 1273 Improvement of river ......... I, 212, 213, 218, 1255, 1256, 1257, 1270; 1271 Lewes, Del., iron pier. See Lewes. Marcushook, Pa. See Marcushook. Perriwig bar, improvement of...................................... I, 219, 1270 Philadelphia and Camden harbors, improvement of................ I, 213, 1261 Repair of bridges over waterway to Chincoteague Bay, Va........ I, 254, 1308 Sewer shoal, near Trenton, N. J........................... ...... I, 220, 1271 Wreck at Philadelphia. ............... ......... ......... I, 223, 1274 Departments, Executive, Washington, D. C., telegraph line. See Public build- ings and grounds. Depere Harbor, Wis.: Examination and survey ............................................ I, 781 Improvement of. ....................................... I, 763; i, 2112 Depots, engineer .......................... I, 24, 27, 1067, 1075, 1077, 1079 Derelicts. See Wrecks. Deschutes River, Wash. See Olympia Harbor. Des Moines Rapids Canal and dry dock, Mississippi River, operating and care. I, 626; II, 1788 Des Plaines River, Ill., survey for 14-foot waterway via, including report on water power and land drainage. See Chicago Harbor. Detroit River, Mich.: Examination and survey of Livingstone channel..................... .... I, 861 Improvement of.................... ............................... I, 856; I, 2272 Improvements of channels in waters connecting Great Lakes..... I, 832; II, 2219 Surveys, etc. See Northern and Northwestern Lakes. Wrecks in.......... ........................... I, 859; ii, 2281, 2282 Dickinson Bayou, Tex., improvement of............................... I, 545; II, 1645 Disappearing gun carriages. See Fortifications. Discharge measurements. See Water levels. Dismal Swamp Canal, Va. and N. C., waterway via. See Norfolk-North Caro- lina sounds waterway. District of Columbia. See Washington. Dividing Creek (La Trappe River), Md. See La Trappe River. Division engineers................... ....................................................... I, 35 Divisions, engineer-................ . ............... ... .... ..... ........... i, 35 Doboy bar, Ga., improvement of........................................ I, 389; Ii, 1471 Dock lines, establishment of........................................... I, 1017 Dog Island Harbor, St. George Sound, Fla. See Carrabelle Harbor. Dog River, Miss., examination of...... ...................... . I, 488 Dolphins, building of ................... .... .................... . I, 1032 Dominion of Canada: Commerce through St. Marys Falls Canal, Ont .................. I, 838; II, 2233 Transmission of electrical power into United States at Niagara Falls .... I, 1050 XIV INDEX. Page. Dorchester Bay, Mass., improvement of ............................. I, 77, 1113 Double Bayou, Tex., improvement of............................... I, 540; II, 1642 Double Creek, N. J.: Examination and survey............................................ I, 256 Improvement of.. .................. , 235, 1288 I............ Drawbridges: See also Bridges. Rules for opening of............................................... I, 1019 Drawings. See Maps. Dredge boats: Columbia River, Oreg. -and Wash.................. ... I, 955, 1274; in, 2402 Galveston Harbor, Tex...... .... ......... ....... I, 529, 1275; II, 1630 Galveston, Tex., engineering district, operation of.............. II, 1647, 1659 General G. G. Meade, east shore Lake Michigan harbors........... I, 830; II, 2217 Mississippi coast harbors............. ............. I, 487; II, 1588, 1589 Mobile Harbor, Ala......................................... I, 461; ii, 1555 Oregon coast harbors........... ..... ................. I, 938; iii, 2380 Seagoing hydraulic, performances of,. Southwest Pass, Mississippi River......................... . ... . ... I, 1009; III, 2449 I, 490, 1275 Statement concerning those owned and operated by the Engineer Depart- ment........................ ..................................... in, 2449 Tennessee River below Chattanooga........................ I, 671; II, 1862 Washington State coast harbors .............................. I, 938; in, 2380 Willamette River, Oreg...... .................... I, 955, 1274; in, 2402 Duck Creek (Smyrna River), Del. See Smyrna River. Duck Island Harbor, Conn., construction of harbor of refuge............ , 119, 1156 Duluth Canal and Harbor, Minn.: Channels in waters connecting Great Lakes, improvement of..... I, 832; II, 2219 Exapiination of Superior Entry.......................................... I, 757 Improvement of............................................. . , 734; II, 2053 Regulations governing navigation of................................. I, 1019 Regulations governing opening of drawbridges.............................. I, 1019 Dunkirk Harbor, N. Y.: Examination and survey .. ......... ................ ....... , 890 Improvement of ..... ...................... ..... I, 881; II, 2307 Dutch Island Harbor, R. I. See Narragansett Bay. Duwamish River, Wash., improvement of. See Puget Sound and tributaries. Dymers Creek, Va.: Examination and survey............................................... I, 308 Improvement of.............. .......... ................ I, 293, 1349 E. East Bay Bayou, Tex., improvement of............................. I, 540; II, 1642 East Boothbay Harbor, Me.: Examination and survey............................................... I, 58 Improvement of... I, 47, 1092 East (Ambrose) channel, New York Harbor, N. Y. See New York Harbor. East Chester Creek, N. Y., improvement of........................... I, 145, 1185 Eastern Bay, Md. See Claiborne Harbor. Eastern Branch (Anacostia River), D. C. See Anacostia River, Eastern Branch, Elizabeth River, Va. See Elizabeth River. East Norwalk Harbor, Conn. See Norwalk Harbor. East Pass, Carrabelle Harbor, Fla. See Carrabelle Harbor. East Pearl River, Miss., improvement of .......................... , 484; II, 1585 East River, Ga. See Brunswick Harbor. East River, N. Y.: Examination and survey, including Little Hell Gate..................... i, 181 Harbor lines...................................... , 1017, 1018 I................ Improvement of.............................................. 1, 156, 1194 East Twin River, Wis. See Two Rivers Harbor. Echo Bay Harbor, New Rochelle, N. Y., improvement of .............. I, 142, 1182 Eel River, Cal., survey for waterway to Humboldt Bay................... I, 926 Eel River, Mass. See Plymouth Harbor. Eightmile River, Conn., improvement of................. .......... I, 119, 1156 Electrical power: Niagara River, N. Y., control and regulation of ................ I, 1050; in, 2722 Tennessee River, Elk River shoals to Florence, Ala............ I, 669; n, 1862 INDEX. XV Page. Elizabeth River, N. J., improvement of ................................ r, 205, 1247 Elizabeth River, Va.: Improvement of Norfolk Harbor and its approaches, including Hospital Point and Eastern and Southern branches.... I, 308, 312; ii, 1375, 1378, 1379 Improvement of waterway to Albemarle Sound, via Currituck Sound. I, 324; Improvement of waterway to sounds of North Carolina, via- Pasquotank 11, 1392 River.......... ...... .... ........ ............... .. , 323; 11, 1391 Improvement of Western Branch................... ..... I,316; 11, 1381 Elk Point, S. Dak. See Missouri River. Elk River, Md., improvement of.......................... ........... I,261, 1316 Elk River Shoals Canal, Ala. See Tennessee River. Elwood, Kans., improvement of Missouri River at ............ I,33, 649; 11, 1813 Embankments. See Fortifications. Empire Harbor, Mich., examination and survey.............................. I,832 Emplacements. See Fortifications. Employees, civilian assistants to engineer officers .......................... I,31 Endicott Board............................................................. I,12 Engineer depots..................................... I,24, 1067, 1075, 1077, 1079 Engineer divisions.......................... :........... ..... , 35 Engineer officers, civilian assistants to............... ............. I,31 Engineer Post and School, Washington, D. C., buildings for................ I,1057 Engineer troops: Equipment of.. ....................................... I,27, 1070 New engineer battalions... .......................... ....... I,6 Engineers, Boards, etc., of. See Boards and Commissions. Engineers, Corps of. See Corps of Engineers. Engineers, division....................... ...................... I, 35 Engineers, Office of the Chief of, officers on duty............ ............. i , 1062 Engineers, The Board of. .............. ...... .................. I, 11 Equipment, engineer, of troops......................... ....... I, 27, 1070 Erie Basin, Buffalo, N. Y.: Examination and survey of entrance............. .................. I, 890 Improvement of Lake Erie entrance........................... I,885; ii, 2314 Erie Harbor, Pa.: Examination and survey............... ..................... I,890 Improvement of.. ......... ............. 879; 11, 2303 i,I..... Erie Lake: See Northern and northwestern lakes. Wrecks in...... ............................ I,859, 878; 1i, 2281, 2301 Escambia River, Fla., improvement of ................ ....... I,452; 11, 1547 Esopus Creek, N. Y. See Saugerties Harbor. Essex River, Mass., improvement of................................... I,62, 1101 Estherville-Minim Creek Canal, S. C.: Examination of................................... ................. , 378 Improvement of........................ ............ I,368; 11, 1449 Estimates of appropriations required: Examinations, surveys, and contingencies. ............................. I,1009 Fortifications... ..................... .......... I,24 Rivers and harbers, etc................. ............ .......... .. , 33 Etowah River, Ga., examination and survey................................ I,460 Eureka, Cal. See Humboldt Harbor. Everett Harbor, Wash., improvement of .......................... I,984; III, 2429 Examinations of rivers and harbors: Estimate of appropriation for................................... I,33, 1009 Reports under act of 1910............................................ I,35 Executive departments, Washington, D. C., telegraph line. See Public build- ings and grounds. Executive mansion and office, Washington, D. C. See Public buildings and grounds. Exeter River, N. H., examination and survey. ....... .............. I,59 Expenditures: Fortifications....................................... I,20, 21, 22, 23 Rivers and harbors........................................ I, 32, 33 Under section 14 of the river and harbor act of March 3, 1909.............. I,36 XVI INDEX. F. Page. Fairhaven Harbor, Mass., improvement of .............................. I, 94, 1128 Fairport Harbor, Ohio, improvement of............... ......... I, 873; 11, 2295 Fairy (Caddo) Lake, Tex. and La. See Cypress Bayou. Falia, Bogue, La., improvement of ............................. I, 508; ni, 1615 Fall River Harbor, Mass.: Examination and survey..I..... ..... . ................... , 113 Improvement of .................................. ...... I, 97, 1133 Falls of Ohio River, Louisville, Ky. See Ohio River. Feather River, Cal.: See also California Debris Commission. Improvement of. ....................................... Fernandina Harbor, Fla.: I, 927; in, 2367 See also Cumberland Sound. Improvement of.......... ...................................................... I, 404; II, 1486 Improvement of waterway to Savannah, Ga.................... I, 401; II, 1483 Ferry (Caddo) Lake, Tex. and La. See Cypress Bayou. Filtration plant, Washington Aqueduct, D. C. See Washington. Finders, range and position. See Fortifications. Fire control at fortifications. See Fortifications. Fishing Creek, N. C., improvement of ............................. I, 331; I, 1402 Fish traps, or weirs: In Puget Sound, Wash., inspection, etc., of ................... Permits for construction of ................ .............................. , 977; in, 2424 I, 1032 Fivemile River Harbor, Conn., improvement of......................... I, 133, 1172 Flag River, Wis. See Port Wing Harbor. Flat Lake, La. See Grand River. Flathead Lake and River, Mont.: Examination and survey of river and of Polson Bay in lake .... . ....... I, 998 Improvement of Polson Bay.. . .... . . ................. I, 995; III, 2436 Flint River, Ga., improvement of ................................. I, 442; II, 1536 Floating plant. See Plant. Florida, water hyacinths in............. ................... I, 433; 11, 1529 Florida East Coast Railway Co., basin at Miami, Fla. See Biscayne Bay. Flushing Bay and Creek, N. Y.: Examination and survey of bay.. .............................. I,181 Improvement of bay........................................... , 152, 1192 Wreck in creek...... .................... .............. ..... I, 179, 1213 Fond du Lac Harbor, Wis. See Fox River. Foreign possessions. See Alaska and Insular possessions. Fore River, Portland, Me. See Portland Harbor. Fore (Weymouth) River, Mass. See Weymouth River. Forester Harbor, Mich., examination of. .................. ................. I, 860 Forestville Harbor, Mich., examination of ......................... ...... , 860 Forked Deer River, Tenn., improvement of. ...................... Fort Crockett, Galveston, Tex., sea wall, embankment, and fill...... I, 557; ii, 1657 I, 657, 658; 11, 1.846 Fortifications: Appropriations ............................................ I, 12 Batteries........ ......... ........................... I, 12, 13, 14 Batteries in insular possessions.............................................. I, 19 Board of Engineers, The ..... .... ......................... I, 11, 1065 Board on Fortifications or other Defenses (Endicott Board).............. I, 12 Electrical installations................................................ I, 15 Electrical installations, insular possessions ........................... I, 19 Emplacements, modernizing the older........................ ............ .I, 14 Estimates of appropriations required .......................... . .. I, 24 Fire control........................................................ I, 15 Fire control at batteries in insular possessions. . .................. ....... I, 19 General statement and progress of work........................ ... . I, 12 National Coast Defense Board ........................................ I, 12 Preservation and repair of ......................................... , 16 Preservation and repair of torpedo structures................ .......... I, 18 Preservation and repair of fortifications, insular possessions .............. I, 20 Preservation and repair of torpedo-defense structures in insular possessions. I, 20 Projects.......... ......... ........... ..................... .......... I,12 Repairs and protection at defenses of Charleston, Pensacola, Mobile, and New Orleans .............................................. ......... , 16 INDEX. XVII Fortifications--Continued. Page. Reserve lights ..................................................... I,17 Searchlights................. .................................. I, 15 Searchlights, insular possessions ............... .................. I, 20 Sea walls and embankments ................................ ...... I,17 Sea walls, defenses of Galveston, Tex.................................. I,18 Sites.............. .................................................. I, 15 Sites, insular possessions, procurement of ....... ............... I,20 Submarine mines. .. ........................................ , 19 Submarine mines, insular possessions....... ............ ......... I, 20 Supplies for seacoast defenses.. ................................ I,17 Supplies for seacoast defenses, insular possessions................... I,20 Fort Leavenworth, Kans., engineer depot ................. .......... I,25, 1075 Fort Pierre, S. Dak. See Missouri River. Fort Point channel, Boston, Mass. See Boston Harbor. Fort Riley Military Reservation, Kans., protection of bank line of Republican River in front of................................................ I, 656; 11, 1842 Fort Snelling, Minn., bridge across Mississippi River to St. Paul ... I,1059; III, 2741 Fowl River, Ala., examination of................ ..................... I,488 Fox River, Wis.: Examination and survey of Depere Harbor.......................... I,781 Harbor lines at Green Bay................. ........................... , 1018 Improvement of ............................................. I,778; In, 2135 Improvement at Depere.......... .. .................. , 763; 11,2112 Improvement below Depere, including Green Bay Harbor. .....I, 762; 11,2109 Operating and care of locks and dams ......................... I, 780; 11, 2139 Frankfort Harbor, Mich., improvement of ......................... I,.826; 11,2211 Franklin, La., improvement of waterway to Mermentau.............. I,503; n, 1612 French Broad River, Tenn., improvement of .................... I,675; 11, 1875 G. Gaging. See Gauging. Galena River, Ill., operating and care of lock and dam..................... I,628; II, 1795 Galleries, cable. See Fortifications. Galveston and Brazos Canal, Tex.: Improvement of ................ ............................... I,549; II, 1648 Operating and care ........................................... I,553; 11, 1653 Galveston Bay and Harbor, Tex.: Construction of sea wall, embankment, and fill at Fort Crockett and of sea wall from Thirty-ninth to Forty-fifth street................. I, 557; II, 1657 Defenses of................................................... I, 12 Examination and survey..................................................... I,559 Improvement of channel across Hanna reef, Ladies Pass......... I, 540; II, 1642 Improvement of Galveston channel from inner bar to Fifty-sixth street, I,531; 11,1633 Improvement of Galveston-Texas City channel.................... I, 534; II,1636 Improvement of harbor entrance, including dredge construction.... I, 529, 1275; I, 1630 Improvement of Port Bolivar channel ......................... I, 535; n, 1637 Improvement of waterway to Houston.......................... I,536; II,1638 Improvement of West Bay ................................ , 539, 548; I, 1642 Operating and care of Morgan Canal............................ I,539; 11,1641 Regulations for navigating Galveston channel........................ I,1019 Wrecks in... ............. .................................... ,558; I, 1659 Gasconade River, Mo., improvement of ............... .......... I,654; nI, 1838 Gascondy; Mo. See Gasconade River. Gasparilla Sound, Fla., examination and survey............................. I,435 Gauging: Columbia River, Oreg. and Wash................................ 1,967; in, 2416 Hydrological observations, Ottertail Lake and River and Red Lake and Red Lake River, Minn., and Big Stone Lake and Lake Traverse, Minn. and S. Dak............................................................. , 642; I,1811 Michigan Lake, variations in surface level on east shore ................. I,801 Mississippi River and principal tributaries...................... I,642; I, 1811 Northern and northwestern lakes, level............................. , 1048; Inx,2701 Gedney channel, New York Harbor, N. Y. See New York Harbor. Genesee River, N. Y. See Charlotte Harbor. 56932-10----2 XVIII INDEX. George Lake, St. Johns River, Fla. See Volusia bar. Page. Georgetown Harbor, D. C. See Washington. Georgetown Harbor, S. C. See Winyah Bay. Gladstone Harbor, Mich., improvement of ...................... I, 759; n, 2104 Glencove Harbor, N. Y., improvement of ..................... .. I, 151, 1191. Gloucester Harbor, Mass., improvement of.............. .... ...... I, 65, 1103 Gosport Harbor, N. H. See Isles of Shoals Harbor. Government Printing Office, Washington, D. C., telegraph line. See Public buildings and grounds. Government telegraph line, Washington, D. C. See Public buildings and grounds. Governors Island, New York Harbor, N. Y., enlargement of, etc......... I, 186, 1221 Gowanus Bay, N. Y., improvement of.................................. I, 185, 1219 Granby, S. C. See Congaree River. Grand Calumet River, Ill. and Ind. See Calumet River. Grand Haven Harbor, Mich.: Examination and survey ............................................ I, 832 Improvement of ................................ ............ , 810; 11, 2188 Grand Lake, Mermentau River, La. See Mermentau River. Grand Marais, Mich., improvement of harbor of refuge............ I, 754; 11, 2091 Grand Marais, Minn., improvement of harbor........................ I, 731; 11, 2049 Grand Rapids, Wabash River, lock and dam. See Wabash River. Grand River, La., improvement of.................................. I, 496; Ii, 1605 Grand River, Mich.: See also Grand Haven Harbor. Improvement of ................................... .... I, 812; 11, 2192 Regulations for drawbridges. ......... .............................. I, 1019 Grand River, Ohio. See Fairport Harbor. Grand River, Utah, examination and survey............................... , 910 Grand View, N. Y. See Hudson River. Grays Harbor, Wash.: Improvement of, entrance................................... I, 970; i, 2418 Improvement of, between Aberdeen and the entrance........... I, 973; III, 2421 Grays River, Wash., improvement of ........................... I, 966; In, 2415 Great Kanawha River, W. Va. See Kanawha River. Great Lakes. See Northern and Northwestern Lakes. Great Pedee River, S. C.: Examination and survey of Cheraw and Blewett Falls ................... I, 378 Improvement of................................................ , 364; ii, 1445 Wreck in.................................................... I, 377; ii, 1457 Great Salt Pond, Block Island, R. I.: Examination and survey of inner harbor............................... I, 112 Improvement of............................................... I, 110, 1145 Great Sodus Bay, N. Y., improvement of harbor ................... I, 893; 11, 2328 Great South Bay, N. Y.: Improvement of................................................. I, 166,1202 W reck in......................................................... I, 180, 1214 Green Bay Harbor, Wis.: Harbor lines in Fox River. ........................................... I, 1018 Improvement of............................................ I, 762; I, 2109 Green Jacket shoal, Providence River, R. I., removal of ................. I, 102, 1137 Green River, Ky.: Improvement above mouth of Big Barren River.............. I, 727; 11, 2031 Operating and care of locks and dams............................ I, 788; 11, 2032 Greenport Harbor, N. Y., examination and survey of Sterling Basin........... I, 181 Green River, Utah, examination and survey............................. I, 910 Greenwich Harbor, Conn.: Examination and survey ........................................................... I, 137 Improvement of.................................................. I, 135, 1173 Grounds, public, District of Columbia........................ I, 1041; II, 2651, 2699 Guadalupe River, Tex., improvement of, from Victoria to Aransas Pass-Pass Cavallo channel .............................................. I, 551; 11, 1650 Guantanamo Bay, Cuba, defenses of ..................................... I, 19 Gulf of Mexico, survey for 14-foot waterway to St. Louis, Mo., and Lockport (Chicago), Ill., including report on water power and land drainage.......... , 1014 Gulfport Harbor, Miss.: Diversion of improvement funds to construction of dredge for coast harbors. I, 487; II, 1588 Improvement of channel to Ship Island Harbor............... , 481; I, 1582 INDEX. XIX Gulf Lake, Minn., reservoir dam. See Mississippi River reservoirs. Page. Gun batteries. See Fortifications. Guyandot River, W. Va., improvement of......................... I, 718; n, 2011 H. Hackensack River, -N. J.: Examination and survey............................................. I, 212 Harbor lines from Little Ferry to Hackensack ...................... I, 1018 Regulations for drawbridges over... .......................... I, 1019 Hales bar, Tennessee River, lock and dam. See Tennessee River. Hammersley Inlet, Puget Sound, Wash.: Examination and survey............................................ I, 998 Improvement of ............................................... I, 979; in, 2426 Hampton roads, Va.: Defenses of... ............. ............................ I, 12 Examination and survey of channel to Newport News. ... .... I, 329 Improvement of........ .. ................................. I, 316; 11, 1382 Improvement of approaches to Norfolk Harbor......... I, 308, 312; 11, 1375, 1379 Wreck in............................................... .... I, 328; 11, 1398 Hanapepe Bay, Hawaii, examination and survey......................... I, 1004 Hanna reef, Ladies Pass, Tex., improvement of channel............. I, 540; 11, 1642 Harbor Beach, Mich., improvement of harbor of refuge............. I, 847; 11, 2263 Harbor Cove, Gloucester, Mass. See Gloucester Harbor. Harbor lines, establishment of.................. .............. ..... , 1017 Harbors and rivers. See Rivers and harbors. Harlem (Bronx) Kills, N. Y. See Harlem River. Harlem River, N. Y.: Examination and survey ........... ................................................ , 181 Improvement of ........ .... ......... ................ I, 159, 1196 Harlowe Creek, N. C., waterway via. See Newbern-Beaufort waterway. Harris County Houston ship channel navigation district, to furnish funds for Galveston-Houston channel, Tex................................. I, 537; n, 1638 Hartsburg, Mo., improvement of Missouri River at................. I, 33, 650; ii, 1831 Hatt Slough, Wash. See Puget Sound and tributary waters. Havre de Grace, Md. See Susquehanna River. Hawaiian Islands: Defenses of....... .............. .................... I, 19, 20, 23 Hanapepe Bay, examination and survey................................ I, 1004 Hilo Harbor, improvement of ................................. , 1001; IIIn,2441 Honolulu Harbor, improvement of............................. I, 999; IIi, 2439 Kahului Harbor, improvement of, and examination and survey.... I, 1002, 1004; In, 2442 Hay Lake channel, St. Marys River, Mich.: Improvement of................................................ , 839; I, 2253 Improvement of channels in waters connecting Great Lakes...... I, 832; n, 2219 Hell Gate, East River, N. Y. See East River. Hempstead Harbor (north shore of Long Island), N. Y.: See also Glencove Harbor. Improvement of ....................................... , 155,1193 Hennepin Canal, Ill. See Illinois and Mississippi Canal. Highcliff Harbor, Lake Winnebago, Wis., examination and survey............ , 781 Highway bridges, Potomac River, Washington, D. C.: Aqueduct Bridge, repairs to........................ .......... I, 1033; , 2623 Highway Bridge, repairs to................................ I,1042; in, 2653 Highways. See Roads. Hillsboro Bay and River, Fla.: Examination and survey of bay from turning basin to head of the estuary toward Ybor........................................................ I, 435 Improvement of........... ................... I, 426, 428; I, 1521, 1523 Hilo Harbor, Hawaii, improvement of .............................. Hin ham Harbor, Mass.: I, 1001; in, 2441 Examination of...................................................... , 89 Improvement of....................... ............................ I, 80, 1116 Hiwassee River, Tenn., improvement of ........................... I, 677; 11, 1878 Holland Harbor, Mich., improvement of................... .. ...... I, 808; 11,2185 Holmes River, Fla., improvement of..... ......................... I, 448; 11,1543 Holston River, Tenn. improvement of ............ ........... , 679; n, 1880 omochitto River, Miss., Improvement of . ,-..-.- . I 520; n, 1623 -....--..... XX INDEX. Page. Honolulu Harbor, Hawaii: Defenses of............................ ....... .................... I, 19, 20, 23 Harbor lines in the bay........ ............................. I, 1018 Improvement of ........................................ I, 999; III, 2439 Hookton, Cal. See Humboldt Harbor. Hoquarten Slough, Oreg. See Tillamook Bay. Horn Island Harbor and Pass, Miss.: Examination of ............... ......... ................ I, 488 Improvement of harbor (see Pascagoula River)..................... , 474; 1, 1577 Improvement of pass ............... ........ ........... ...... I, 478; nr, 1581 Hospital Point, Norfolk Harbor, Va., removal of ...................... I, 310; 11, 1375 Housatonic River, Conn.: See also Milford Harbor. Improvement of ........................... ....... . ...... I, 127, 1165 Houston, Tex., waterway to Galveston. See Galveston Bay and Harbor. Howard University reservoir, Washington Aqueduct, D. C. See Washington. Hudson River, N. Y.: See also New York Bay and Harbor. Examination and survey at Coeymans, Albany, Troy, and Waterford...... I, 181 Improvement of....................... ............................ , 167, 1203 New York Harbor, reef off Pier A. See New York Harbor. Peekskill Harbor. See Peekskill Harbor. Rondout Harbor. See Rondout Harbor. Saugerties Harbor. See Saugerties Harbor. Stonehouse bar, New Baltimore, removal of ............ ....... .... r...,168, 1203 Tarrytown Harbor. See Tarrytown Harbor. Wrecks in..... ........ . ........ ........... I, 179, 180, 1213 Humboldt Bay and Harbor, Cal.: Examinations and surveys ............ ............................. r, 926 Harbor lines at Fields Landing...................................... , 1017 Improvement of................................ ............ I, 924; I, 2364 Survey of waterway to Eel River............... ...... ................. I, 926 Humphreys Creek, Md., harbor lines at Sparrows Point...................... I, 1018 Huntington Harbor, N. Y.: Examination and survey ....................... ........................ I, 181 Improvement of...... ............................................. r, 150, 1190 Huron Harbor, Ohio: Improvement of................................................ I, 866; ii, 2288 Wreck in..................... ........................... I, 878; 11, 2301 Huron, Lake: See also Northern and Northwestern Lakes. Wreck in ................... ....... ................ I, 859; 11, 2280 Hutchinson River (East Chester Creek), N. Y. See East Chester Creek. Hyacinths, water, removal of: From Florida waters................... ....................... I, 433; nI, 1529 From Louisiana waters..................................... I, 523; In, 1625 From Texas waters........... .................................... I, 523; In, 1625 Hyannis Harbor, Mass., improvement of............................. I, 90,1123 Hydraulic mining in California. See California D6bris Commission. Hydraulics. See Water levels. Hydrology. See Water levels. I. Illinois and Mississippi Canal, Ill.: Construction of, with descriptive and historical sketch............ r, 798; 11, 2169 Improvement of pool between Locks 29 and 35, Rock River.... I, 628; Milan section of, operating and care........... .............. 11, I, 627; In, 1793 1794 Operating and care ......................................... I, 801; In, 2172 Illinois River, Ill.: Improvement of (below Copperas Creek) ............................ I, 796; xn, 2163 Improvement of (Copperas Creek to La Salle).................... I, 797; n, 2165 Operating and care of locks and dams........................... I, 798; n1, 2167 Operating snag boats and dredge boats............ ....... I, 622; In, 1773 Survey for 14-foot waterway from Lockport (Chicago), Ill., to St. Louis, Mo., and mouth of the Mississippi, including report on water power and land drainage........................................ I, 1014 Indiana chute, Falls of Ohio River, improvement of................ I, 719; I, 2013 Indiana Harbor, Ind., improvement of ........................... I, 792; n, 2156 INDEX. XXI Page. Indian Creek, Jamaica Bay, N. Y., examination of.......................... I, 180 Indian River, Fla., improvement of........... .............. I, 415; 11, 1503 Inland waterways. See Canals and Waterways. Inside routes. See Canals and Waterways. Insular possessions: See also Alaska. Arecibo Harbor, P. R., examination and survey ......................... I, 1006 Defenses of................................................................. I, 19, 20, 23 Hanapepe Bay, Hawaii, examination and survey........................ , 1004 Hilo Harbor, Hawaii, improvement of..................... I, 1001; III, 2441 Honolulu Harbor, Hawaii, improvement of ..................... I, 999; In, 2439 Kahului Harbor, Hawaii, improvement of ........ ...... . I, 1002; III, 2442 Porto Rico, erection of structures in navigable waters of ................ I, 1019 San Juan Harbor, P. R., improvement of ............ ........ I, 1004; nI, 2443 International Commission, Permanent, of Congresses of Navigation........... I, 1016 Inter-coastal waterways. See Canals and Waterways. Iowa River, Iowa, examination of......................................... I, 629 Island End River, Mass. See Mystic River. Island possessions. See Insular possessions. Isle au Haut Thoroughfare, Me., examination of .............................. I, 59 Isles of Shoals Harbor, Me. and N. H., improvement of ................... I, 55, 1097 Istokpoga Creek, Fla. See Kissimmee River. J. Jacksonville, Fla.: See also St. Johns River. Improvement of St. Johns River opposite ............ ...... I, 411; Hn, 1497 Jamaica Bay, N. Y.: Examination of Indian Creek.......................................... I, 180 Improvement of................... .................... I, 178, 1212 James River, Va.: See also Hampton Roads. Improvement of. ....... ...................... 304, 1368 1,I........ Wreck in.......................................... . ..... I, 307, 1374 Jefferson, Tex. See Cypress Bayou. Jekyl Creek, Ga., waterway via. See Savannah-Fernandina waterway. Johnsons Bayou, La., improvement of ....... .............. I, 559; 11, 1667 Johnsons Creek, or River, Conn. See Bridgeport Harbor. Jordan River, Miss., improvement of. ............................ I, 483; II, 1584 Judith, Point, R. I.: Construction of harbor of refuge ........... ............... I, 106, 1141 Improvement of pond entrance..... ........................... I, 108, 1143 K. Kahului Harbor, Hawaii: Examination and survey......................................... I, 1004 Improvement of ... ............................... I, 1002; iI, 2442 Kalamazoo River, Mich.: Examination and survey.............................................. I, 831 Improvement of ... ................................. Kalispell Slough, Mont., examination and survey...... ............... I, 806;11, 2183 I, 998 Kampsville lock and dam, Illinois River, Ill. See Illinois River. Kanawha River, W. Va.: Improvement of .............................. Operating and care of locks and dams. ................ ......... I, 709;11, 1964 I, 710; II, 1965 Kansas River, Kans.: Examination and survey............... .... .... .. ............ I, 657 Harbor lines at Kansas City, Kans...................... I, 1017; I, 1833 Kennebec River, Me.: Defenses of.... .... ..................................... , 12 Examination along Popham Beach...... ........................ I, 58 Improvement of ... .................................... I, 49, 1093 Kenosha Harbor, Wis., improvement of .......................... , 776; ii, 2131 Kentucky River, Ky.: Improvement of.... ................................ I, 716; II, 1992 Operating and care of locks and dams....................... I, 717; nii,1996 XXII INDEX. Page. Keokuk (Des Moines Rapids) Canal and dry dock, Mississippi River. See Mississippi River. Kewaunee Harbor, Wis., improvement of........................ I,766; i, 2117 Keweenaw Bay-Lake Superior waterway, Mich., improvement and care ....... I,748, 750; ii, 2078, 2080 Keweenaw Canal, Mich. See Keweenaw Bay-Lake Superior waterway. Keweenaw Point waterway, Mich. See Keweenaw Bay-Lake Superior water- way. Keyport Harbor, N. J., improvement of .............................. , 199, 1239 Key West Harbor, Fla.: Defenses of........................................................... I,12 Improvement of ............................................. i,418; iI, 1507 Wreck in............................................. ............. I,434 Kiamichi River, Okla.: Examination of .......... ................................. I,577 Improvement of........................................... I,575; in, 1690 Kill van Kull, N. Y. and N. J., improvement of Staten Island-New Jersey channels.......................................... I,191, 193, 195, 1231, 1234, 1235 King County, Wash. See Puget Sound-Lake Washington waterway. Kings Mountain battle ground, S. C., erection of monument....... I,1060; m, 2745 Kingston, R. I. See Point Judith Harbor and Pond. Kinnikinnick River, Wis. See Milwaukee Harbor. Kissimmee Lake and River, Fla.: Examination and survey.... ........................................ I, 435 Improvement of............................................ ,419; n, 1510 L. La Batre Bayou, La., examination of................................ ...... I,488 La Conner, Wash. See Swinomish Slough. Lafourche Bayou, La., improvement of............. ......... I,522; i, 1624 Lagrange Bayou, Fla. See Holmes River. Lagrange lock and dam, Illinois River, Ill. See Illinois River. Lakes, Great. See Northern and Northwestern Lakes. Lake Pontchartrain, La. See Pontchartrain Lake. Lake Survey. See Northern and Northwestern Lakes. Lake Washington Canal, Wash. See Washington Lake. Lamberts Point, Norfolk Harbor, Va., improvement of anchorage at.. Lamprey River, N. H.: i, 311; n, 1375 Examination and survey ............................................... I, 59 Improvement of............................................... I, 57, 1098 L'Anguille River, Ark., improvement of .............................. I , 614; 11, 1746 Larchmont Harbor, N. Y., improvement of ............................ I,141, 1182 La Trappe River, Md., improvement of ................ , 272, 1327 Lavaca Bay, Tex., improvement of channel from Pass Cavallo to Port Lavaca............ . ........................................... I,554; uI, 1654 Laws of the 61st Congress, 2d session, affecting the Corps of Engineers......... m, 2751 Leaf River, Miss.: Examination and survey................................................. I, 489 Improvement of.............................................. ,477; i, 1579 Leavenworth, Fort, Kans., engineer depot............................... I,25, 1075 Leech Lake, Minn. See Mississippi River reservoirs. Lee Slough, Apalachicola River, Fla. See Apalachicola River. Leipsic River, Del.: Examination and survey .............................................. I,256 Improvement of.................................................... I,252,1306 Leland Harbor, Mich., examination and survey............................. I,832 Lemon Bay, Fla., examination and survey ............................... I, 435 Lemon Creek, N. Y. See Staten Island-New Jersey Channel. Leonardtown Harbor, Md. See Breton Bay. Levels, water. See Water levels. Levisa Fork, Big Sandy River, Ky., improvement of.............I, 713; n, 1984 Lewes, Del., iron pier in Delaware Bay, maintenance and repair....... I, 221, 1272 Lewis River, Oreg., examination and survey................................ I,968 Lewis River, Wash.: Improvement of .......................... ................. I,964; IIz, 2412 Regulations for drawbridges ................ .......................... I,1019 INDEX. XXIII Page. Lexington Harbor, Mich., examination of................. .......... , 860 Light-houses, establishment of, officers on duty in connection with ........... I, 5 Little Annemessex River, Md. See Crisfield Harbor. Little Bay de Noc, Mich. See Gladstone Harbor. Little Contentnia River, N. C., examination and survey..................... I,359 Little D'Arbonne Bayou, La. See D'Arbonne Bayou. Little Harbor, Woods Hole, Mass. See Woods Hole Harbor. Little Kanawha River, W. Va.: Examination and survey............................................... I,711 Improvement of................................................... I,706; I, 1960 Operating and care of locks and dams.......................... , 709; II, 1962 Little Mud River, Ga., waterway via. See Savannah-Fernandina waterway. Little Narragansett Bay, R. I. and Conn. See Pawcatuck River. Little Pass, Soda Lake, La. See Cypress Bayou. Little Pedee River, S. C.: Examination of....................................................... I,379 Improvement of...................... 362; n1, 1443 I........................, Little Pigeon River, Tenn., improvement of ......................... I,675; I, 1875 Little River (part of Red River), La. See Red River below Fulton. Little Sarasota Bay, Fla. See Sarasota Bay. Little Sodus Bay, N. Y., improvement of harbor...................... , 894; n,2330 Little Tallahacthie River, Miss. See Tallhhatchie River. Little Tennessee River, Tenn. See Tennessee River above Chattanooga. Livingstone channel, Detroit River, Mich. See Detroit River. Locklies Creek, Va., wreck in...................................... I,307, 1373 Lockport, Ill., survey for 14-foot waterway to St. Louis, Mo., and mouth of the Mississippi..... ........................ .................... I,1014 Locks. See Canals, Rivers and harbors, and Waterways. Locust Fork of Warrior River, Ala., examination and survey................. I,489 Log booms, permits for construction of....................................... I,1032 Long Island Sound, N. Y. and Conn., defenses of eastern entrance........... I,12 Long Tom River, Oreg. See Willamette River above Portland. Lookout, Cape, N. C., examination and survey for a harbor of refuge at........ I, 359 Lorain Harbor, Ohio: Examination and survey......... ................................ I, 879 Improvement of......................... .................. I, 868; 11, 2291 Los Angeles Harbor, Cal.: Examinations and surveys for channels 20 feet deep and 200 feet wide.... I, 910 Improvement of.............................................. I,906; II, 2344 Louisa, Ky. See Big Sandy River. Louisiana, State of, water hyacinths in.... ......................... I,523; 11, 1625 Louisville, Ky. See Louisville and Portland Canal. Louisville and Portland Canal, Ky.: Enlargement of............................................... I,719; n, 2013 Operating and care......... ........................ I, 724; 1i,2020 Lower Cedar Point, Md., improvement of Potomac River at............. I,289, 1345 Lower Chipola River, Fla., improvement of ......................... I,439; II, 1535 Lower Thoroughfare, Wenona, Deal Island, Md., improvement of ....... I,280, 1334 Lubec Channel, Me., improvement of ............. ............. I,37, 1084 Ludington Harbor, Mich., improvement of........................ I,819; I, 2202 Lynch River, S. C.: Examination of....................................................... I, 378 Improvement of. .................................... I,363; II,1444 Lynn Harbor, Mass., improvement of................................. I,68, 1105 M. McClellanville, S. C., improvement of waterway to Charleston....... I,373; nI, 1453, Mackinac Harbor, Mich., improvement of.......................... I,840; 11, 2257 Macon Bayou, La., improvement of ............................... I,587; I, 1712 Magnetic variations on Lake Superior....................................... I,1053 Mahoning River, Ohio, examination of................................... 1, 700 Main ship channel, New York Harbor, N. Y. See New York Harbor. Maine, wreck of battle ship, removal from Habana Harbor .................. I,5 Malden River, Mass., improvement of ...................... ...........I, 70, 1106 Mall, the, Washington, D. C. See Public buildings and grounds. XXIV INDEX. Mamaroneck Harbor, N. Y.: Page. Examination and survey ............................................... I, 181 Improvement of ................................................. I, 140, 1181 Manatee River, Fla.: Examination and survey.................... ...................... I, 435 Improvement of..........................................I. , 424; II, 1517 Manchac Bayou, La., improvement of ............................... I, 513; iI, 1618 Manchac Pass, La., improvement of............................. I, 527; II, 1627 Manchester Harbor, Mass., regulations for drawbridges.................... I, 1019 Manhattan Borough, N. Y. See New York Harbor. Manila Bay, Philippine Islands, defenses of, and engineer depot. I, 19, 20, 23, 26, 1079 Manistee Harbor and River, Mich.: Examination and survey of harbor............. .................. I, 831 Improvement of........ ............. .... ......... I, 822; II, 2206 Manistique Harbor, Mich., improvement of .................... I, 758; Ii, 2101 Manitowoc Harbor, Wis., improvement of......... ............ I, 769; II, 2120 Manokin River, Md., improvement of................................. I, 273, 1328 Mantua Creek, N. J.: Examination and survey.......... ................ .............. I, 255 Improvement of ............................. .............. I, 226, 1280 Maps and charts: Military and other............................................. I, 1056 Northern and Northwestern Lakes............. ........ I, 1043; III, 2701 Marcushook, Pa., improvement of ice harbor in Delaware River........ , 221, 1272 Mare Island Strait, Cal., harbor lines in.................................... I, 1018 Marquette Bay and Harbor, Mich.: Construction of harbor of refuge in bay...................... I, 753; Ii, 2089 Examination and survey............. ...... ................. I, 757 Improvement of harbor... ............................ I, 750; In, 2087 Marshyhope Creek, Md. See Nanticoke River. Marthas Vineyard, Mass. See Vineyard Haven Harbor. Massachusetts Bay, Mass. See Boston Harbor. Matagorda Bay, Tex.: Improvement of channel to Brazos River... ............ I, 550; II, 1649 Improvement of channel from Pass Cavallo to Aransas Pass...... I, 550; II, 1650 Matawan Creek, N. J.: .See also Keyport Harbor. Improvement of ..... ..................................... I, 200, 1241 Matinicus Harbor, Me., improvement of ................................ I, 47, 1092 Mattaponi River, Va.: Examination and survey............................................... I, 308 Improvement of................................................. I, 295, 1352 Mattituck Harbor, N. Y., improvement of ............................... I, 149, 1188 Mattox Creek, Va., examination of.......................................... I, 308 Maumee Bay and River, Ohio: See also Toledo Harbor. Examination and survey of river ................................... I, 879 Maurice River, N. J., improvement of ............................. I, 235, 1287 Meade, General G. G., suction dredge, operation of.................... I, 830; II, 2217 Meherrin River, N. C., improvement of........................... i, 326; iI, 1396 Memorial statues, etc. See Statues, memorial, etc. Menominee Harbor and River, Mich. and Wis., improvement of....... I, 760; II, 2105 Menominee River, Milwaukee, Wis. See Milwaukee Harbor. Mermentau, La. See Mermentau River. Mermentau River, La.: Improvement of, including tributaries ...................... I, 518; In, 1622 Improvement of waterway to Franklin....................... I, 503; ii, 1612 Improvement of waterway to Sabine River .......................... , 505; II, 1612 Mlerrimac River, Mass.: See also Newburyport Harbor. Examination and survey from Haverhill to Lowell. ......... ........ , 89 Improvement of ......................................................... I, 61, 1100 Regulations for drawbridge at Haverhill .......................... I, 1019 Mexico, Gulf of, survey for 14-foot waterway to St. Louis, Mo., and Lockport (Chicago), Ill., including report on water power and land drainage ........ r, 1014 Miami, Fla. See Biscayne Bay. Michigan City Harbor, Ind., improvement of ...................... I, 793; II, 2157 INDEX. XXV Michigan Lake (see also Northern and Northwestern Lakes): Page. Canal to Sturgeon Bay, improvement of, including harbor of refuge. I, 764; in, 2113 Canal to Sturgeon Bay, operating and care..................... I, 765; in, 2114 Water levels on east shore, variations in................................ I, 801 Water levels on west shore, datum plane of ............. ............. I, 758 Waterway 14 feet deep from Lockport (Chicago), Ill., to St. Louis, Mo., and the Gulf, survey, including report on water power and land drainage.. I, 1014 Middle Neebish channel, St. Marys River, Mich., improvement of.. I, 839; ,II2253 Milan, Ill. See Illinois and Mississippi Canal. Milford Harbor, Conn., improvement of ............................. I, 126, 1163 Milford Haven, Va., improvement of harbor at.......................... , 303, 1367 Mill Creek, or River, New Haven, Conn. See New Haven Harbor. Mill Creek, Southport, Conn. See Southport Harbor. Miller Bay, Lake Winnebago, Wis. See Fox River. Mill River, New Haven, Conn. See New Haven Harbor. Mill River, Stamford, Conn. See Stamford Harbor. Milwaukee Bay, Harbor, and River, Wis.: Examination and survey of outer harbor ............................. I, 781 Improvement of, including harbor of refuge .................. I, 772; In, 2126 Improvement of inner harbor................. ............. I, 774; In, 2129 Mines, submarine. See Fortifications. Mingo Creek, S. C.: Examination and survey................................. ... , 378 Improvement of ........................................ I, 367; In, 1448 Minim Creek-Estherville Canal, S. C.: Examination of......... ................................... , 378 Improvement of ...... .............................. , 368; Ix, 1449 Mining casemates. See Fortifications. Mining, hydraulic, in California. See California D6bris Commission. Minneapolis, Minn. See Mississippi River. Minnesota River, Minn.: Examination and survey of................................... ...... , 643 Improvement of... ................................... I, 637; In, 1807 Regulations for drawbridges................................... I, 1019 Mispillion River, Del., improvement of.... ........... ..... I, 246, 1300 Mississippi coast, construction of dredge for harbors on.......... I, 487; Ir, 1588, 1589 Mississippi River: Brainerd to Grand Rapids, Minn., examination and survey............. I, 643 Brainerd to Grand Rapids, Minn., improvement from........... I, 634; n, 1804 Cairo, Ill., to Head of Passes, improvement, surveys, etc.. I, 1015; III, 2917, 3110 Cairo, Ill., to Missouri River, improvement from ............... I, 619; nI, 1756 Cape Girardeau, Mo., to Head of Passes, levees........ I, 1016; III, 2917, 3110 Chicago (Lockport), Ill., to St. Louis, Mo., and the Gulf. See St. Louis, infra. Cubits Gap to Head of Passes, dredging shoals ................... I, 489; II, 1594 Dams between St. Paul and Minneapolis. See St. Paul, infra. Des Moines Rapids Canal and dry dock, operating and care...... I, 626; in, 1788 Discharge measurements, including tributaries. See Gauging, infra. Dredge and snag boats above Missouri River, operation of ........ I, 622; i, 1773 Dredge and snag boats below Missouri River, operation of........ I, 618; , 1751 Electrical power development from surplus water flowing over dams between St. Paul and Minneapolis.............. .......... , 629; i, 1799 Fort Snelling, Minn., bridge to St. Paul........................ I, 1059; III, 2741 Gauging, including tributaries....... ................... I, 642; n, 1811 Grand Rapids to Brainerd, Minn., examination and survey .............. I, 643 Grand Rapids to Brainerd, Minn., improvement from............ I, 634; xn, 1804 Gulf of Mexico to St. Louis, Mo., and Lockport (Chicago), Ill. See St. Louis, infra. Head of Passes to Cape Girardeau, Mo., levees........... I, 1016; xm, 2917, 3110 Head of Passes to Cubits Gap, dredging shoals .................... I, 489; nI, 1594 Head of Passes to headwaters, surveys from ............... , 1015; x, 2917, 3110 Head of Passes to Ohio River, improvement, surveys, etc..x, 1015; i, 2917, 3110 Illinois and Mississippi Canal, Ill. See Illinois and Mississippi Canal. Illinois River, survey for 14-foot waterway from Lockport (Chicago), Ill., to St. Louis, Mo., and mouth of the Mississippi, including report on water power and land drainage....................................... x, 1014 XXVI INDEX. Mississippi River--Continued. Page. Keokuk (Des Moines Rapids) Canal and dry dock, operating and care. r, 626; ii, 1788 Levees, Head of Passes to Cape Girardeau, Mo......... I, 1016; in, 2917, 3110 Lockport (Chicago), Ill., to St. Louis, Mo., and the Gulf. See St. Louis, infra. Mexico, Gulf of, to St. Louis, Mo., and Lockport (Chicago), Ill. See St. Louis, infra. Michigan, Lake, to St. Louis, Mo., and the Gulf. See St. Louis, infra. Milan section of Illinois and Mississippi Canal, Ill., operation and care...................................................... r, 627; ii, 1793 Minneapolis, Minn., to St. Paul, improvement from.......... I, 629; II, 1799 Minneapolis, Minn., to St. Paul, operating and care of Lock No. 2. I, 631; ii, 1801 Minneapolis, Minn., to St. Paul, report by Board.................... .. I, 643 Missouri River, above, operation of snag and dredge boats.... .... , 622; ii, 1773 Missouri River, below, removal of snags and wrecks............. I, 618; it, 1751 Missouri River to Ohio River, improvement from............... I, 619; ni, 1756 Missouri River to St. Paul, Minn., improvement from............ I, 623; nt, 1777 Moline, Ill., improvement at.................................... I, 627; 11, 1790 Moline, Ill., operating and care of lock.......................... I, 627; i, 1791 Mouth to St. Louis, Mo., and Lockport (Chicago), Ill. See St. Louis, infra. New Orleans, La., defenses of...... ............................... , 12, 16 Ohio River to Head of Passes, improvement, surveys, etc. I, 1015; III, 2917, 3110 Ohio River to Missouri River, improvement from................ I, 619; n, 1756 Plaqueminie Bayou, La., construction of lock.................... I, 496; ii, 1605 Pokegama Falls, Minn., reservoir dam. See Reservoir dams, infra. Reservoir dams at headwaters, construction of .................... I, 632; ii, 1802 Reservoir dams at headwaters, operating and care...... ..... I, 635; II, 1804 Reservoirs at headwaters, survey for equalizing canal between.......... r, 642 St. Louis, Mo., survey for 14-foot waterway from Lockport (Chicago), Ill., to the Gulf, including report on water power and land drainage....... I, 1014 St. Paul, Minn., bridge to Fort Snelling........................ I, 1059; II, 2741 St. Paul, Minn., gauging.... ....... .................. I, 642; II, 1811 St. Paul, Minn., to Minneapolis, improvement from.............. I, 629; II, 1799 St. Paul, Minn., to Minneapolis, operating and care of Lock No. 2. I, 631; I, 1801 St. Paul, Minn., to Minneapolis, report by Board........................ I, 643 St. Paul, Minn., to Missouri River, improvement from........... I, 623; i, 1777 Snag and dredge boats above Missouri River, operation of ..... I, 622; in, 1773 Snags and wrecks below Missouri River, removal of ............ I, 618; i, 1751 Snelling, Fort, Minn., bridge to St. Paul........................ , 1059; in, 2741 South Pass, examinations and surveys .... ............... I, 495; in, 1604 South Pass, maintenance and improvement of channel.......... I, 492; i, 1600 Southwest Pass, improvement of, including shoals between Cubits Gap and Head of Passes, and dredge construction. ............... I, 489, 1275; i, 1594 Superior, Lake, examination for canal via St. Croix River............... I, 757 Vicksburg Harbor, Miss., improvement of ....................... I, 589; I, 1715 Water-level observations, including tributaries ......................... I, 642, 1015; in, 1811; II, 2917, 3110 Wrecks, etc., below Missouri River, removal of.................. I, 618; I, 1751 Mississippi River Commission: Improvement of Mississippi River..................... , 1015; IIIm, 2917, 3110 Levees, Head of Passes to Cape Girardeau, Mo............ I, 1016; II, 2917, 3110 Survey for waterway from Lockport, Ill., to St. Louis, Mo., and the Gulf.. I, 1014 Mississippi Sound, Miss. and Ala.: Dredge boat for harbors on coast of Mississippi. See Mississippi State. Examination across Dago Shoals and north of Petit Bois Island........... I, 488 Gulfport-Ship Island Harbor channel and Ship Island Pass. See Gulfport Harbor. Horn Island Harbor. See Pascagoula River. Horn Island Pass. See Horn Island Pass. Mississippi, State of, construction of dredge for harbors on coast of.... I, 487; n, 1588 Missouri River: Contributions from private agencies for improvement at Hartsburg, Mo., and Sioux City, Iowa.................................... I, 33, 650; nI, 1831 Examination and survey at Atchison, Kans .. ........................ I, 656 Examination and survey at Lake Contrary, Mo....................... I, 657 Examination by a Board for a 6-foot channel between Kansas City and the mouth. ..................... I, 1015 Examination and survey from Sioux City, Iowa, to Fort Benton, Mont.... I, 657 INDEX. XXVII Missouri River-Continued. Page. Improvement of........ 644, 650, 652; ii, 1813, 1831 I....................., Regulations for drawbridges over, including tributaries. ................ I,1019 Mobile Bay and Harbor, Ala.: Defenses of........................ ................... I,12, 16 Examination and survey.......................... ................. I,488 Improvement of................................................................ , 460; ii, 1555 Improvement of bar at entrance to bay.......................... I,463; i, 1559 Wreck in river................................................ I,488; n, 1588 Moccasin River (Contentnia Creek), N.'C. See Contentnia Creek. Mokelumne River, Cal., improvement of ............. .......... , 920; m, 2358 Moline Harbor, Ill.: Improvement of.......................................... I,627; n, 1790 Improvement of Mississippi River between Missouri River and St. Paul........................ ..... ....................... I,623; n, 1777 Operating and care of lock ................................. I,627; ni, 1791 Monongahela River, W. Va. and Pa.: Improvement of, in Pennsylvania (at Locks 2, 3, 5, and 6)....... I,686; ii,1916 Improvement of, in West Virginia (Locks Nos. 8 to 15)........... I,685; n, 1915 Improvement of Pittsburg Harbor ............................ I,697; II,1946 Operating and care of locks and dams........................... I,689; n, 1921 Monroe Harbor, Mich., improvement of......... ............ I,851; II, 2268 Monroe Lake, St. Johns River, Fla. See Volusia bar. Monterey Bay, Cal., examination and survey................................ I,926 Monterey, Cal., monument at. ....................... I...,1061; in, 2749 Montesano, Wash. See Chehalis River. Monuments, statues, etc. See Statues, memorials, etc. Moore, James A., construction of Puget Sound-Lake Washington Canal by...................................................... , 982; in, 2428 Moores Bayou, La. See Cassidy Bayou. Mooringsport, La. See Cypress Bayou., Morehead City Harbor, N. C.: Examination and survey.................................................... I,360 Improvement of...... .................................... , 346; II,1420 Morgan Canal, Tex., operating and care. .......... .......... , 539; i, 1641 Mormon Channel, San Joaquin River, Cal., improvement of... ..... I,919; m, 2357 Mortar batteries. See Fortifications. Mosquito Creek Canal, S. C. See Santee River. Mosquito Inlet, Fla., examination of channel to New Smyrna ... ..... ....... I,434 Mount Desert, Bar Harbor,' Me., construction of breakwater............ I,38, 1085 Mount Hope Bay, Mass. See Fall River Harbor. Mount Rainier National Park, Wash., construction of road. Mud Lake, La. See Mermentau River. ........ , 1055; iz, 2739 Mud River, Ga. See Savannah-Fernandina waterway. Mud River, S. C. See Savannah-Beaufort waterway. Mulberry Fork of Warrior River, Ala., examination and survey.... ........ x , 489 Murderkill River, Del., improvement of ............ ................. I,244, 1298 Muscle Shoals Canals Tennessee River, Ala.: Construction of ........... ............................ I,669; II,1862 Operating and care..................................... I,674; Ii,1872 Muskegon Harbor and River, Mich: Examination of river..................... ....................... I,831 Improvement of harbor. ............. 814; II,2195 I............., Muskingum River, Ohio: Improvement of...... ..................................... I,711; n, 1971 Operating and care.of locks and dams..................... I,712; ii,1973 Regulations for navigation of ............... ........................... I,1019 Mystic River, Conn., examination and survey............................... , 138 Mystic River, Mass.: Improvement of......................... ................. I,69, 1105 Improvement of, below mouth of Island End River................. I,71, 1106 N. Nansemond River, Va.: Examination of....................................................... I, 349 Improvement of............ ................................. I,317; II,1384 Nanticoke River, Del. and Md.: Examination and survey ............................................ I, 282 Improvement of. ...................................... I,276,1330 XXVIII INDEX. Page. Nantucket Harbor, Mass., construction of harbor of refuge ................ , 91, 1125 Nantucket Sound, Mass.: Examination and survey for removal of shoals...... ............... , 113 W recks in................................................ I, 111, 112, 1146, 1147 Napa River, Cal., improvement of................................ I, 922; In, 2362 Narragansett Bay, R. I.: See also Wickford Harbor. Defenses of.......................................................... I, 12 Improvement of.......................... ....................... I, 101, 1137 Narrows of Lake Champlain, N. Y. and Vt.: Improvement of............................................... I, 88, 1120 Wrecks in.............. ........... ........ .......... I, 88, 1121 Nasel River, Wash. See Willapa River. Nashville, Tenn. See Cumberland, River. Natalbany River, La. See Tickfaw River. National Coast Defense Board ............................................... I, 12 National Parks. See Parks. Navesink (North Branch of Shrewsbury) River, N. J. See Shrewsbury River. Navigable Waters. See Bridges, Rivers and harbors, and Wrecks. Navigation, Congresses of, Permanent International Commission........... I, 1016 Neches River, Tex., improvement of ............................. I, 560; II,1669 Neches-Sabine Canal, examination and survey of ....................... , 577 Neebish channels, St. Marys River, Mich., improvement of ........... I, 839; 11, 2253 Neenah (Fox) River, Wis. See Fox River. Neponset River, Mass., improvement of.............................. I, 77,1113 Neuse River, N. C.: Examination and survey of ......................................... I, 361 Examination and survey for waterway to Pamlico Sound, via Core Sound.. I, 360 Improvement of ........................................... Improvement of waterway between Newbern and Beaufort. i , 337; I, 342; 11, 11, 1408 1416 Newark Bay, N. Y. and N. J.: See also Arthur Kill and Passaic River. Regulations for drawbridges, including tributaries....................... I, 1019 Wrecks in.......................................................... I, 211, 1254 New Baltimore, N. Y. See Hudson River. New Bedford Harbor, Mass.: Defenses of.......................................................... I, 12 Improvement of ............................ ...................... I, 94,1128 Newbern, N. C.: See also Neuse and Trent rivers. Improvement of waterway to Beaufort, N. C................ I, 342; II, 1416 New Buffalo Harbor, Mich., examination of ................................ I, 796 Newburyport Harbor, Mass., improvement of.......................... I, 59, 1099 New Haven Harbor, Conn.: Construction of breakwaters....................................... I, 124, 1161 Examination and survey, including Mill River and Quinnipiac River...... I, 138 Improvement of, by dredging, etc.................................. I, 122, 1159 Improvement of West River................. :..................... I, 123, 1159 New Jersey-Staten Island channel, improvement of.. I, 191, 193, 195, 1231, 1234, 1235 New London Harbor, Conn., improvement of, including Shaws and Winthrop coves................... ............................................. I, 114, 1151 New Orleans Harbor, La.: Defenses of ......................................................... I, 12, 16 Improvement of. See Mississippi River. Newport Harbor, R. I.: Examination and survey............................................... I, 113 Improvement of................................................ I, 104, 1139 Newport News, Va.: Examination and survey of channel to.................................. I, 329 Improvement of channel to.................................... I, 315; 11, 1380 Newport River, N. C.: See also Beaufort Harbor. Improvement of waterways between Beaufort and New River.... I, 346; II, 1420 Improvement of waterway between Newbern and Beaufort...... 1, 342; 11, 1416 New River, N. C.: Improvement of... ................................. , 346; II, 1420 Improvement of waterways to Swansboro and Beaufort.. I, 348, 350; n, 1422, 1423 INDEX. XXIX Page New Rochelle, N. Y. See Echo Bay Harbor. New Shoreham, Block Island, R. I. See Block Island. New Smyrna, Fla., examination of channel to Mosquito Inlet................ I, 434 Newton, Ala. See Choctawhatchee River. Newtown Creek, N. Y.: Improvement of................................................. I, 161, 1198 Wreck in............... ........................ I, 179, 1213 New Whatcom (Bellingham) Harbor, Wash., improvement of Whatcom Creek waterway............ ................................ I, 989; II, 2432 New York Bay and Harbor, N. Y.: Ambrose channel, improvement of ................................. I, 182, 1216 Arthur Kill. See Arthur Kill. Battery, the, removal of shoal in Hudson River off Pier A.......... I, 183, 1216 Bay Ridge channel. See Bay Ridge channel. Bayside channel, improvement of................................ I, 182, 1215 Bronx River. See Bronx River. Brooklyn. See East River, Gowanus Bay, and Newtown Creek. Coney Island channel. See Coney Island channel. Defenses of............. ........... ................. I, 12 East (Ambrose) channel. See Ambrose channel, supra. East Chester Creek. See East Chester Creek. East River. See East River. Flushing Bay. See Flushing Bay. Gedney channel, improvement of .............................. I, 182, 1215 Governors Island, enlargement of ................. .............. I, 186, 1221 Gowanus Bay. See Gowanus Bay. Harlem River. See Harlem River. Hell Gate, East River. See East River. Hudson (North) River, removal of reef off Pier A .................... I, 183, 1216 Hutchinson River (East Chester Creek). See East Chester Creek. Improvement of............ ............................ I, 181, 182, 1215 Kill van Kull. See Kill van Kull. Lemon Creek. See Lemon Creek. Main Ship channel, improvement of............................... I, 182, 1215 Narrows to the sea, improvement from...... ................ I, 182, 1215 Newark Bay. See Arthur Kill and Passaic River. New Jersey-Staten Island channel. See New Jersey-Staten Island channel. Newtown Creek. See Newtown Creek. North (Hudson) River. See Hudson River, supra. Red Hook channel. See Red Hook channel. Shooters Island channel. See Shooters Island channel. Spuyten Duyvil Creek. See Spuyten Duyvil Creek. Staten Island-New Jersey channel. See Staten Island-New Jersey channel. Staten Island Sound. See Arthur Kill. Supervision of ............................................ I, 1009; im, 2601 Wrecks in...... 187, 188, 1223, 1224 I..................., Niagara Falls, Niagara River, N. Y. See Niagara River. Niagara River, N. Y: Black Rock Harbor and channel, improvement of............ I, 886; II, 2315 Buffalo Harbor, improvement of. .................. Control and regulation of waters of, and preservation of the falls. I, 1050; Erie Basin and Black Rock Harbor, improvement of Lake Erie en- ......... in, I, 833; ii, 2309 2722 trance .... .............. ...... ... ............ I, 885; II, 2314 North Tonawanda to Lake Erie, including Tonawanda Harbor, improve- ment from...... ............................. I, 888; iI, 2320, 2322 Surveys, etc. See Northern and Northwestern Lakes. Niobrara River, Nebr., construction of bridge across............... I, 1060; IiI, 2743 Nolin River, Ky. See Green River. Nomini Creek, Va., improvement of.................................. I, 292, 1348 Noncommissioned officers. See Corps of Engineers. Nooksak River, Wash.: See also Puget Sound and tributaries. Examination to Lynden.............................................. I, 998 Norfolk Harbor, Va.: Examinations and surveys for 35-foot channels........................... I, 329 Improvement of anchorage near Lamberts Point ................. , 311; II, 1375 xxx INDEX. Norfolk Harbor, Va.--Continued. Page. Improvement of, and approaches, including Hospital Point.............. , 308, 312; ir,1875, 1378, 1379 Improvement of channel to Newport News 315; In, 1380 I................. Improvement of Thimble Shoal............... ...... I, 313; xI, 1379 Improvement of waterway to Albemarle Sound, via Currituck Sound.......................... ........................... I, 324; II, 1392 Improvement of waterway to sounds of North Carolina (to Pamlico Sound) via Pasquotank River.................................... I, 323; ii, 1391 Improvement of Western Branch, Elizabeth River........... I, 316; ii, 1381 Wrecks in.......... .............................. .......... .. I, 328; II, 1398 North Branch, Chicago River, Ill. See Chicago Harbor and River. North Branch, Shrewsbury River, N. J. See Shrewsbury River. North Canadian River, Okla., examination and survey ...................... I, 617 North Carolina Cut, N. C., waterway via. See Norfolk-Albemarle Sound water- way. North Carolina sounds, improvement of waterways to Norfolk, Va............ I, 323, 324; It, 1391, 1392 Northeast River, N. C.: Examination and survey............................................... I, 360 Improvement of............................................. I, 351; in, 1425 Northern and Northwestern Lakes: Channels in waters connecting, improvement of.................. I, 832; Ii, 2219 Commercial statistics Sault Ste. Marie canals, Mich............ I, 839; iI, 2233 Control and regulation of waters of Niagara River, and preservation of Niagara Falls............................................. I, 1050; II, 2722 Surveys, charts, etc........................................ , 1043; iii, 2701 Uniformity in appropriations for harbors on............................ I, 1015 Water levels.............................................. ..... I, 1050; II, 2701 Water levels on east shore of Lake Michigan, variations in .............. I, 801 North Fork, Forked Deer River, Tenn. See Forked Deer River. North Fork, Skagit River, Wash. See Puget Sound and tributaries. North Landing River, Va. and N. C., waterways via. See Norfolk-Albemarle Sound waterway. North (Hudson) River, N. Y. See Hudson River, under New York Bay and Harbor. North River, N. C., waterway via. See Norfolk-Albemarle Sound waterway. North River, Wash. See Willapa River. North Tonawanda, N. Y. See Tonawanda Harbor. Norwalk Harbor, Conn.: Examination and survey of outer harbor ............................... I, 138 Improvement of. .... ................................... I, 131, 1171 Nyack, N. Y. See also Hudson River. 0. Oakland Harbor, Cal.: Examination and survey......................................... I, 926 Improvement of........................................... , 913; iI, 2350 Oak Orchard Harbor, N. Y., examination and survey..................... I, 900 Obey River, Tenn., examination of. ... ...................... I, 666 Obion River, Tenn., improvement of.......................... ... I, 657; i, 1845 Occoquan Creek, Va., improvement of.......... ............. I, 297; iI, 1359 Ocklawaha (Oklawaha) River, Fla. See Oklawaha River. Ocmulgee River, Ga.: Examination and survey for locks and dams............................. I, 407 Improvement of ................................................ I, 394; iI, 1477 Oconee River, Ga.: Examination and survey............................................. I, 407 Improvement of ...................................... .......... , 392; II, 1475 Oconto Harbor, Wis.: Examination and survey............................................... I, 781 Improvement of.. ... ........ ............................... I, 761; nI, 2108 Office of the Chief of Engineers, officers on duty in.......................... I, 1062 Officers, engineer, civilian assistants to.................................. I, 31 Officers of the Corps of Engineers. See Corps of Engineers. Ogdensburg Harbor, N. Y., improvement of ..................... I, 898; II, 2336 Ogeechee River, Ga., examination and survey....... ...... ............ I, 407 INDEX. XXXI Ohio River: Page. Falls at Louisville, Ky., improvement at........................ I, 719; II, 2013 General improvement............................................. I, 679; ii, 1881 Harbor lines on ..................................... ............. Ice piers......... Indiana chute, Louisville, Ky., improvement of ............ ............ I, 679; 11, n, 1883 1881,1886 I, 719; II, 2013 Locks and Dams 1-6, operating and care.............. ...... I, 696; II, 1940 Locks and Dams 2-7, construction of .... .. ............. I, 693; Ii, 1936 Locks and Dams 8, 11, 13, 18, 19, 26, construction of........... Lock and Dam No. 18, operating and care .......... ...... I, 701; 11, I, 706; ii, 1959 1949 Lock and Dam No. 29, construction of .......... ................ I, 682 Lock and Dam 37, construction of ............................ I, 683; II, 1903 Lock and Dam No. 48, construction of .... ..................... I, 725 Locks and Dams Nos. 9, 10, 12, 14, 15, 16, 17, 20, 21, 22, 23, 24, 25, 27, 28, 29, 41, and 48, purchase of sites for and construction of ......... I, 1006 Louisville and Portland Canal, Ky., enlargement of..... ..... I, 719; ii, 2013 Louisville and Portland Canal, Ky., operating and care........ I, 724; In, 2020 Pittsburg Harbor, Pa., improvement of .................... I, 697; Ii, 1946 Pools, 3, 4, and 6, dredging in.......................... I, 696; Ii, 1938 Snag boats, operation of ...... ................. I, 684, 696; In, 1912, 1939 Survey for additional locks and dams.................................... I, 685 Ohoopee River, Ga., examination of ........................................ , 407 Okanogan River, Wash.: Examination and survey. .. ....... .. .. ....... ............. I, 998 Improvement of........................................ I, 992; III, 2434 Oklawaha River, Fla., improvement of .............. - ...... I, 414; ni, 1501 Oldmans Creek, N. J., improvement of ........... ... ........ I, 230, 1283 Old River, La., removing snags and wrecks......... ............... I, 618; In, 1751 Old River, Wash. See Snohomish River and Everett Harbor. Old Tampa Bay, Fla. See Tampa Bay. Olympia Harbor, Wash., improvement of........................... I, 977; In, 2425 Onancock River, Va., improvement of. ............ .. ........ I, 322; II, 1390 Ontario Lake. See Northern and Northwestern Lakes. Ontonagon Harbor and River, Mich.: Examination and survey........................ .. ................. I, 758 Improvement of ............................................ I, 746; n, 2075 Wreck in.--... .. ............................. I, 756; ii, 2094 Orange Mills flats, St. Johns River, Fla., improvement at-..-...... I, 412; In, 1498 Orange River, Fla., improvement of .......... I................. I, 420; In, 1511 Ordnance. See Fortifications. Oregon, dredging plant for harbors on coast................ .. I, 938; III, 2380 Osage River, Mo., improvement of ................................ I, 652; Ii, 1834 Oswegatchie River, N. Y. See Ogdensburg Harbor. Oswego Harbor, N. Y., improvement of .................. ......... I, 895; In, 2332 Otter Creek, Vt., examination and survey ................................ I, 89 Ottertail Lake and River, Minn., survey of (hydrological observations). I, 642; In, 1811 Ouachita River, Ark., and La.: Examination and survey............................................ I, 599 Improvement of....................................... I, 582, 585; In, 1700, 1710 Oyster Creek, Tex., improvement of ............................... I, 547; n, 1647 P. Pacific coast, monument at Monterey, Cal., to commemorate the taking posses- sion of, by Commodore Sloat .................. .......... I, 1061; mIII, 2749 Pagan River, Va.: Improvement of..................... ........ ......... I, 318; ii, 1385 Wreck in ........................................................ I, 328; ii, 1398 Pamlico River, N. C.: Examination and survey .. ............ ......................... I, 361 Improvement of..................... . ..... ...................... I, 332; ii, 1403 Pamlico Sound, N. C.: Examination and survey of waterway to Cove Sound...................... I, 360 Improvement of waterway to Beaufort Inlet.................... I, 341; ni, 1413 Improvement of waterway to Norfolk, Va. ...................... i, 323; ii, 1391 Wreck in ...... .... .................. .. .......... I, 359 Pamunkey River, Va., improvement of.......................... I, 296, 1357 Panama Canal Commission, engineer officers on duty with.................... I,5 XXXII INDEX. Parks, public: Page. District of Columbia, improvement and care............. I, 1041; ir, 2651, 2699 Mount Rainier National Park, Wash., construction of road..... I, 1055; II, 2739 Yellowstone National Park, improvement of .................. I, 1053; II, 2735 Pascagoula River, Miss.: Examination and survey above Dog River .............................. I, 489 Improvement above Dog River.................. ......... I, 476; II, 1579 Improvement below Dog River...... . .. ............. I, 474; ii, 1577 Improvement below Dog River, diversion of funds to construction of dredge for coast harbors ............ ..................... I, 487; II, 1588 Pasquotank River, N. C.: See also Norfolk-North Carolina sounds waterway. Examinations and surveys of.................................... I, 329, 361 Passaic River, N. J.: Improvement of ................... ........................... I, 189, 1225 Regulation of drawbridges over ... ................................. I, 1019 Pass Cavallo, Tex.: Improvement of channel to Port Lavaca........... ........ I, 554; II, 1654 Improvement of channel to Aransas Pass.................. I, 550; II, 1650 Pass Manchac, La., improvement of................................. I, 527; II, 1627 Patapsco River, Md.: Improvement of, and channel to Baltimore......................... I, 256, 1311 Improvement of channel to Curtis Bay............................. I, 259, 1315 Improvement of harbor at southwest Baltimore (Spring Garden)..... , 260, 1316 Wreck in........................................... I, 281, 1334 Patchogue River, N. Y. See Great South Bay. Patuxent River, Md., as source of water supply for the District of Columbia.. I, 1039 Pawcatuck River, R. I., and Conn., improvement of .................. I, 113, 1149 Pawpaw River, Mich. See St. Joseph Harbor. Pawtucket (Seekonk) River, R. I., improvement of ................... I, 99, 1135 Peace Creek, or River, Fla. See Charlotte Harbor. Pearl Harbor, Hawaii, defenses of.................................... I, 19, 20, 23 Pearl River, Miss.: Examination of .............................................. ......... I, 488 Improvement between Edinburg and Jackson.................. I, 486; II, 1587 Improvement below Rockport ............................... I, 484; II, 1585 Improvement of East Pearl River ............................ I, 484; II, 1585 Pedee rivers, S. C. See Great Pedee and Little Pedee. Peekskill Harbor, N. Y., improvement of......... ............... I, 173, 1208 Pend Oreille River, Wash.: Examination between Newport and Metaline..................... ...... I, 998 Improvement of............................................. I, 993; iI, 2434 Penobscot River, Me.: Improvement of ............ .................................... I, 43, 1088 Wreck in Bangor Harbor......................................... I, 58, 1098 Pensacola Bay and Harbor, Fla.: Defenses of ........................................ ................ , 12, 16 Improvement of harbor.........................................I, 450; Ii, 1545 Pentwater Harbor, Mich., improvement of ....................... I, 816, 817; II, 2199 Pepperell Cove, Me., improvement of.............................. , 56, 1097 Pequonnock (Poquonock) River, Conn. See Bridgeport Harbor. Pere Marquette Lake, Mich. See Ludington Harbor. Permanent International Commission of Congresses of Navigation............. I, 1016 Permits: For construction of bridges......... ......... ........... ...... I, 1019 For diversion of water from Niagara River, N. Y., and for transmission of electrical power from Canada ........................ I, 1050; m, 2722 For erection in Porto Rico of structures other than bridges............ I, 1019 For erection of structures other than bridges....................... I, 1032 Perquimans River, N. C., improvement of.......................... I, 325; I, 1394 Perriwig bar, Delaware River: See also Delaware River. Improvement of................................................... I, 219,1270 Petaluma Creek, Cal., improvement of .............................. I, 921; m, 2360 Petersburg, Va. See Appomattox River. Petoskey Harbor, Mich.: Examination of waterway to Cheboygan................................. , 860 Improvement of........... ................................ I, 829; nI,2216 INDEX. XXXIII Phalia, Bogue, Miss. See Bogue Phalia. Page. Philadelphia, Pa.: Harbor lines at............. ......................................... I, 1018 Improvement of Delaware River at ............................... I, 213,1261 Wreck in Delaware River at ..................... .... ........... I, 223, 1274 Philippine Islands, defenses of ........ .......... .... ..... I, 19, 20, 23 Pierhead lines, establishment of .............. ................. , 1017 Piermont, N. Y. See Hudson River. Pierre Bayou, Miss., examination and survey .......................... I, 599 Pierre, S. Dak. See Missouri River. Pierre, Fort, S. Dak. See Missouri River. Piers: Permits for construction of .......................................... I, 1032 Permits for construction of in Porto Rico ................. ....... I, 1019 Pigeon Bayous, La., improvement of ............ ........... , 496; n, 1605 Pigeon River, Mich., examination of............................... I, 831 Pike Creek, Wis. See Kenosha Harbor. Pine Bluff, Ark., improvement of Arkansas River at ................. I, 604; n, 1734 Pine Island Sound, Fla. See Charlotte Harbor. Pine Lake and River (Charlevoix Harbor), Mich., improvement of... I, 828; n, 2214 Pine River, Minn. See Mississippi River reservoirs. PJittsburg Harbor, Pa.: See also Allegheny, Monongahela, and Ohio Rivers. Improvement of .................... ............... I, 697; n, 1946 Plant, floating, statement of that owned and operated by the Engineer Depart- ment... .... .... ................................................ i, 2449 Plantation Creek, Ga., improvement of ........................... I, 397; ii, 1479 Plaquemine Bayou, La.: Improvement of.......................................... I, 496; n, 1605 Operating and care of lock and dam in.......................... I, 499; u, 1608 Plaquemine Brul6 Bayou, La., improvement of .................... I, 518; n, 1622 Plattsburg Harbor, N. Y.: Examination and survey..................................... I, 89 Improvement of.......................................... I, 87, 1120 Plymouth Harbor, Mass.: Improvement of ..................................................... I, 81, 1116 Wrecks in ....................................................... I, 89, 1122 Pocomoke River, Md.: Examination of...................................................... , 282 Improvement of...................................... .... . I, 271, 1326 Point Judith Harbor and Pond, R. I.: Construction of harbor of refuge .................................. , 106, 1141 Improvement of pond entrance............. .. .... I, 108, 1143 Point Pleasant, W. Va., monument marking battle of Revolution fought at that place.... .......... ..... ...... ............................. I, 1061; II, 2747 Pokegama Falls, Mississippi River, Minn. See Mississippi River reservoirs. Polson Bay, Flathead Lake, Mont.: Examination and survey. ................................................. I, 998 Improvement of.. ............... ..................... I, 995; in, 2436 Ponchatoula River, La. See Tickfaw River. Pontchartrain Lake, La.: Improvement of............................................ , 527; ii, 1627 Wreck in..................................................... I, 528; i, 1627 Poquonock River, Conn. See Bridgeport Harbor. Porcupine Island, Bar Harbor, Me., construction of breakwater ........ I, 38, 1085 Portage Lake and Lake Superior canals, Houghton County, Mich. See Ke- weenaw Bay-Lake Superior waterway. Portage Lake, Manistee County, Mich., improvement of harbor of refuge....... I, 824; i, 2209 Portage River. Houghton County, Mich., waterway via. See Keweenaw Bay- Lake Superior waterway. Portage River, Ohio. See Port Clinton Harbor. Port Arthur Canal, Tex.: Examination and survey ....................................................... , 577 Improvement of (see Sabine River)................................ I, 560; iI, 1669 Operating and care ........................................ i, 563; It, 1671 56932--10-3 XXXIV INDEX. Page. Port Bolivar, Tex., improvement of channel to...................r.. , 535; Ii, 1637 Port Chester Harbor, N. Y., improvement of ..................... I, 138, 1179 Port Clinton Harbor, Ohio: Examination and survey.............................................. I, 879 Improvement of ..... ............. ........ ........ I, 863; ii, 2285 Port Harford, Cal. See San Luis Obispo Harbor. Port Huron, Mich., improvement of Black River at ................. , 853, ii, 2269 Port Jefferson Harbor, N. Y., improvement of ................................ I, 148, 1186 Portland, Ky. See Louisville and Portland Canal. Portland, Me.: Defenses of...................................... .................. ... , 12 Improvement of harbor.......... ................... .... I, 51, 1095 Regulations for operation of Vaughan bridge...... .................... I, 1019 Port Lavaca, Tex., improvement of channel to Pass Cavallo........ I, 554; In, 1654 Port Orchard Harbor, Wash., harbor lines................................... I, 1017 Porto Rico: Arecibo Harbor, examination and survey........... .............. I, 1006 Erection of structures in navigable waters of ........................ I, 1019 Improvement of San Juan Harbor .......................... Port Royal (Beaufort) River, S. C., waterway between Beaufort, S. C., and ...... , 1004; in, 2443 Savannah. See Savannah Harbor improvement. Port Royal Sound, S. C.: Defenses of...................................................... I, 12 Wrecks in.......... ................................ I, 377; ii, 1457 Port Sanilac Harbor, Mich., examination of........... ....................... I, 860 Portsmouth Harbor, N. H.: Defenses of...................... . .......................................... , 12 Examination and survey of ..................................... I, 59 Port Tampa, Fla. See Tampa Bay. Port Washington Harbor, Wis.: Examination and survey.............. ... .... ............................ I, 781 Improvement of.......................................... I, 771; nI, 2124 Port Wing Harbor, Wis., improvement of .......................... I, 740; in, 2069 Position finders, range and. See Fortifications. Post, engineer, Washington, D. C., buildings for.............................. I, 1057 Potomac Park, Washington, D. C., improvement of .............. I, 1041; In, 2669 Potomac River: See also Washington, D. C. Aqueduct Bridge, Washington, D. C., repair of ............... r, 1033; in, 2623 Highway bridge at Washington, D. C.................... I, 1042; in, 2678 Improvement at Alexandria, Va................................... I, 288, 1344 Improvement at Lower Cedar Point, Md........................ I, 289, 1345 Improvement at Washington, D. C...... ....... ............... I, 282, 1335 Improvement below Washington, D. C......................... . I, 285, 1340 Kettle Bottom shoal, obstruction at.................................... I, 1373 Regulation of drawbridge at Washington, D. C......................... I, 1019 Wreck at Alexandria, Va ............. ........ ........ I, 307, 1372 Power, water: Mississippi River, dams between St. Paul and Minneapolis, Minn....... I, 629; ni, 1799. Niagara River, N. Y., control and regulation of ............ I, 1050; Ir, 2722 Tennessee River, Elk River shoals to Florence, Ala............. I, 669; 11, 1862 Preliminary examinations and surveys .............. .... ....... .. I, 35 Presque Isle Harbor, Marquette, Mich. See Marquette Bay. ,Presque Isle Peninsula, Erie, Pa. See Erie Harbor. Printing Office, Government, Washington, D. C., telegraph line. See Public buildings and grounds. Projects. See Fortifications and Rivers and harbors. Providence Harbor and River, R. I.: Examination and survey between Kettle Point and Gaspee Point...... I, 112 Improvement of............. ......................... I, 101, 1137 Improvement of Pawtucket (Seekonk River)-......................... I, 99, 1135 Removal of Green Jacket shoal............ ..... .... ........ Ir,102, 1137 Provincetown Harbor, Mass.: Examination and survey............................................ I, 89 Improvement of ................... ...................... 1, 83, 1117 Wreck in........................... .................. ......... I, 89, 1121 INDEX. XXXV Page. Public buildings and grounds, District of Columbia ......... I, 1041; ir, 2651, 2699 Public parks. See Parks. Puget Sound, Wash.: Defenses of............................................................ I, 12 Examination and survey of Hammersley Inlet........................ .. I, 998 Improvement of Hammersley Inlet. .... ............. I, 979; in, 2426 Improvement of, and tributaries ............. ........... I, 974; In, 2422 Improvement of waterway to Lake Washington, by United States and by James A. Moore................ ..................... , 981; m, 2428 Inspection, etc., of fish traps............................... , 977; m, 2424 Pultneyville Harbor, N. Y., improvement of ........................ I, 892; ii, 2327 Punta Gorda, Fla. See Charlotte Harbor. Purification of water supply of Washington, D. C. See Washington. Puyallup River, Wash.: See also Puget Sound and tributaries and Tacoma Harbor. Examination and survey. .............. ..................... r, 999 Q. Queenstown Harbor, Md., improvement of................ ............ I, 264, 1319 Queue de Tortue Bayou, La., examination and survey....................... I, 529 Quinnipiac River, New Haven, Conn. See New Haven Harbor. R. Raccoon Creek, N. J., improvement of............................... r, 228; 1281 Racine Harbor, Wis., improvement of..... ................... I, 775; II, 2199 Rainier, Mount National Park, Wash., construction of road ...... I, 1055; IIm, 2739 Rainy Lake and River, Minn., examination and survey of rocks in lake, and of mouth of river............................................. .......... ... , 643 Raisin River, Mich. See Monroe Harbor. Rancocas River, N. J., examination and survey....................... I, 256 Range and position finders. See Fortifications. Rappahannock River, Va., improvement of............................. I, 300, 1361 Raritan Bay and River, N. J.: See also Keyport and Shoal harbors. Improvement of bay......................................... , 197, 1237 Improvement of river................. ........... . I, 201, 1243 Wrecks in bay....... I, 211, 1253, 1254 Reclamation projects, engineer officers to report on........... ........... I, 5 Red Hook channel, New York Harbor, N. Y.: Examination for a breakwater, etc......... .......... .......... I, 188 Improvement of........................................... I, 185, 1219 Red Lake and Red Lake River, Minn.: Examination and survey of river...................................... I, 643 Improvement of (see Red River of the North)....... ......... I, 638; Ii, 1808 Survey of (hydrological observations) ........................... I, 642; ii, 1811 Red River, La., Ark., Tex., and Okla.: Cypress Bayou and lakes to Jefferson, Tex. See Cypress Bayou.. Examination between Fulton, Ark., and the mouth ....................... I, 599 Improvement above Fulton, Ark............................... I, 574; II, 1690 Improvement below Fulton, Ark.......................... I, 578; II, 1695 Rectification of mouth by Mississippi River Commission . I, 1015; in, 2917, 2932 Red River of the North, Minn. and N. Dak., improvement of........ I, 638; Ii, 1808 Redwood Creek, Cal.: Examination and survey .............................................. I, 926 Improvement of.......... ................................ I, 912; III, 2348 Regulations and rules: For floating loose timber and logs, etc............... ................... I, 1019 For navigation of canals............................................. , 1018 For opening of drawbridges...... ........................... I, 1019 Republican River, Kans., protection of bank line in front of Fort Riley Mili- tary Reservation.............................................. I, 656; II, 1842 Reservations, public. See Parks. XXXVI INDEX. Reservoirs: Page. Mississippi River, headwaters. See Mississippi River. Tidal reservoir, Potomac River, D. C. See Potomac River. Washington Aqueduct, D. C. See Washington. Richmond Harbor, Va. See also James fgiver. Riley, Fort, Kans., protection of bank line of Republican River ..... r, 656; n, 1842 Rivers and harbors: Appropriations for operations during the past year.................... , 31, 32 Board of Engineers for................................... I, 1008; III, 2445 Board of Engineers, The. ....................... ................. , 11, 1065 Bridges, construction and alteration............................. I, 1019, 1031 Bridges, regulations for opening of draws............................... I, 1019 Engineer divisions ........ .................. ................ I, 35 Estimate of appropriations for ....................................... I, 33 Expenditures during the past year ................................ I, 32, 33 Harbor lines, establishment of..... .................................. I, 1017 Plant, floating, statement concerning that owned and operated by the Engineer Department............................................. I, 2449 Regulations for navigation of canals ................................... I, 1018 Regulations for opening of drawbridges ............................. I, 1019 Status of works................................................................. I, 32 Structures other than-bridges, permits for erection of..................... , 1032 Structures other than bridges, permits for ecection of, in Porto Rico..... I, 1019 Uniformity Board to report relative appropriations for................ I, 1015 Roads: In Mount Rainier National Park, Wash ...................... , 1055; III, 2739 In Yellowstone National Park........................... I, 1053; Ii, 2735 Roanoke River, N. C., improvement of ............................ I, 327; II, 1397 Roche Harbor, Wash. See Puget Sound and tributaries. Rockaway life-saving station, N. Y., wreck off ......................... I, 180, 1214 Rockhall Harbor, Md., improvement of............ ............ I, 263, 1318 Rockhaven, N. Dak., ice harbor. See Missouri River improvements. Rockland Harbor, Me., improvement of................. ........ I, 46, 1091 Rockport Harbor, Me., improvement of ................................. I, 45, 1091 Rockport, Mass., harbor of refuge in Sandy Bay. See Sandy Bay. Rockport, Tex., examination and survey of channel to Aransas Pass.......... I, 559 Rock River, Ill. and Wis.: See also Illinois and Mississippi Canal. Examination and survey ............................................ , 801 Rogers City Harbor, Mich.: Examination and survey....................................... I, 860 Improvement of............................................ I, 843; II, 2259 Romerly Marsh, Ga., waterway via. See Savannah-Fernandina waterway. Rondout Harbor, N. Y., improvement of................................... I, 172, 1208 Root River, Wis. See Racine Harbor. Rouge River, Mich.: Improvement of ........................................... r, 850; i, 2266 Wreck in.. ..................................... ............ I, 859; in, 2281 Rough River, Ky., operating and care of lock and dam ......... .. I, 730; II, 2046 Round Lake, Mich. See Charlevoix Harbor. Rules and regulations. See Regulations and rules. Rye Harbor, N. H., examination of ........ ...................... .. I, 58 S. Sabine River, Tex.: Examination and survey of pass, etc ... I, 577 .......... ................. Examination and survey of river, and of channel to connect with Taylors Bayou............................. ...................... I, 577 Improvement of mouth of river and of channel through lake..... I, 560; In, 1669 Improvement of Sabine Pass Harbor........................... I, 564; in, 1672 Improvement of waterway to Mermentau River, La............. I, 505; 1n,1612 Saco, River, Me.: Examination and survey................ ...................... I, 59 Improvement of ....................... ........... .. ........ I, 53,1096 Sacramento River, Cal.: See also California Debris Commission. Examination and survey up to Red Bluff ............................. I, 930 Improvement of............................................ I, 927; Iu, 2367 INDEX. XXXVII Saginaw River, Mich.: Page. Examination and survey..... ................ ... .. ........ I, 861 Improvement of ............. ....................... I, 844; 1n, 2260 Wreckin...................................... ...... I, 859; II, 2281 St. Albans Harbor, Vt., improvement of................................. I, 86, 1119 St. Andrews Bay, Fla.: Examination and survey of channel to Apalachicola River................ I, 459 Improvement of hay ................. ..... I, 446; n, 1541 Improvement of channel to Apalachicola River ....- r -. ... I, 445; 11, 1541 St. Augustine Harbor, Fla., examination and survey....................... I, 435 St. Clair Canal, Lake, and River, Mich.: Improvement of channels in waters connecting the Great Lakes.. I, 832; ii, 2219 Operating and care of canal..................... ...... .. I, 854; ii, 227Q St. Croix River, Me.: Examination and survey............ . ....... ... ................ 1.., 59 Improvement of........ .......................... .... r, 36, 1084 St. Croix River, Wis. and Minn.: Examination for canal to Lake Superior via.............................. I, 757 Improvement of................. .............. .... I, 636; ii, 1806 / St. Francis River, Ark., improvement of ............................. I, 613; ii, 1746 St. George Sound, Fla. See Carrabelle Harbor. St. Jeromes Creek, Md., wreck in..... ....................... ....... I, 307, 1373 St. Johns River, Fla.: Examination and survey from Jacksonville to the ocean.................. I, 435 Improvement at Jacksonville ................................ I, 411; 11, 1497 Improvement between Jacksonville and the ocean............... I, 407; n, 1491 Improvement between Jacksonville and Palatka, including Orange Mills flats..................... ........... .... ................. ...... I, 412; i, 1498 Improvement between Palatka and Lake Harney............... I, 413; 11, 1499 Improvement of Volusia bar, and between Volusia bar and Lake Monroe..................................................... I, 413; ii, 1500 St. Jones River, Del., improvement of ......... ............... I, 248, 1302 St. Joseph, Mo., improvement of Missouri River..................... I, 651; 11, 1831 St. Joseph Harbor and River, Mich.: Improvement of harbor............................................ I, 802; i, 2177 Improvement of river...... .................. ............... I, 803; n, 2178 St. Lawrence River, N. Y. See Cape Vincent and Ogdensburg harbors. St. Louis, Mo. See Mississippi River. St. Louis Bay and River, Minn. and Wis.: See also Duluth Harbor. Examination of.................................... ............. I, 757 St. Marys River, Ga. and Fla., examination and survey ..................... I, 407 St. Marys River and St. Marys Falls Canal, Mich.: Channels in waters connecting the Great Lakes, improvement of. I, 832; 11, 2219 Commercial statistics................................ ....... I, 838; I, 2233 Examination and survey for filling basin at the falls .................... I, 860 Improvement of Hay Lake and Neebish channels................. I, 839; In, 2253 Improvement of river at the falls......................... . I, 834; it, 2220 Operating and care of canal.................... ............... , 837; It, 2228 Surveys, etc. See Northern and Northwestern Lakes. St. Michael Canal, Alaska, improvement of.......... ............ , 996; III, 2436 St. Paul, Minn.: See also Mississippi River. Bridge across Mississippi River to Fort Snelling .............. I, 1059; II, 2741 Gauging Mississippi River at................................. I, 642; in, 1811 St. Peters River, Minn. See Minnesota River. Sakonnet Harbor, R. I., improvement of.............................. I, 95, 1130 Salem River, N. J.: Examination of............. ..... .......................... I, 255 Improvement of.... ............................................... .. I, 230, 1283 Saline River, Ark., improvement of........... ....................... I, 616; ii, 1748 Salmon Bay, Wash. See Puget Sound-Lake Washington waterway. Salmon Creek, N. Y. See Pultneyville Harbor. Sammamish River, Wash., regulations for floating logs, etc................... I, 1019 Sampit River (Georgetown Harbor), S. C. See Winyah Bay. San Antonio Bay, Tex., channel from Aransas Pass-Pass Cavallo channel to Victoria, on Guadalupe River, via. See Aransas Pass. San Antonio estuary, Cal. See Oakland Harbor. XXXVIII INDEX. Sandbeach (Harbor Beach), Mich. See Harbor Beach. Page. San Diego Harbor, Cal.: Defenses of...... . Improvement of..... ...................................... ..................... Sandusky Harbor, Ohio, improvement of ................ ...... 1900; , I, 12 ul, 2339 I, 864; Ii, 2286 Sandy Bay, Cape Ann, Mass., construction of harbor of refuge........... i, 63, 1102 Sandy Hook Bay, N. J., harbor lines in............................. I, 1018 Sandy Lake, Minn. See Mississippi River reservoirs. San Francisco Bay and Harbor, Cal.: Defenses of.......................................................... I, 12 Harbor lines between First and Stuart streets and opposite China Basin.. I, 1018 Improvement by removal of rocks ................ .... . I, 910; uii, 2347 Improvement of Oakland Harbor..... .. , 913; in, 2350 Sanitary District of Chicago, Ill., application to reverse flow of Calumet River.............................................I, 791; i, 2154 San Jacinto River, Tex. See Galveston-Houston waterway. San Joaquin River, Cal.: See also California Ddbris Commission. Improvement of .................................... I, 918; in, 2354 Improvement of Stockton and Mormon channels............. I, 919; ir, 2357 San Juan Harbor, P. R., improvement of.................... I, 1004; iii, 2443 San Leandro Bay, Cal. See Oakland Harbor. San Luis Obispo Harbor, Cal., improvement of.................. I, 908; In, 2345 San Pablo Bay, Cal., improvement of ...... .................. I, 916; in, 2352 San Pedro Bay and Harbor, Cal.: Construction of deep-water harbor......................... I, 902; in, 2340 Examination and survey of Wilmington inner harbor for increase of depth. I, 910 Improvement of Wilmington inner harbor.......... I, 904, 906; in, 2342, 2344 Santa Rosa Sound, Fla.: Examination and survey of the Narrows ................................ I, 459 Improvement of the Narrows ..................... ........... I, 449; n, 1544 Santee River, S. C.: Examination of ............................................................. I, 378 Improvement of.............................................. I, 368; ii, 1449 Sapelo Bar and Harbor, Ga.: Examination and survey.............................................. I, 407 Improvement of harbor...-................................... I, 390; iI, 1473 Sarasota Bay, Fla.: Examination and survey.......... .... :.......................... I, 435 Improvement of........................... ..................... r, 422; ii, 1516 Sasanoa River, Me., improvement of .................................. I, 48, 1093 Saugatuck Harbor, Mich.: Examination and survey ..................... ....................... I, 831 Improvement of........................... ..................... i, 806; I, 2183 Saugatuck River, Conn., improvement of ... ...................... I, 136, 1174 Saugerties Harbor, N. Y., improvement of ....................... I, 171, 1207 Saugus River, Mass. See Lynn Harbor. Sauk River, Wis. See Port Washington Harbor. Sault Ste. Marie, Mich. See St. Marys River. Sausal Creek, Cal. See Oakland Harbor. Savannah Harbor and River, Ga.: Defenses of ............................................................................... , 12 Examination and survey of river at Augusta ................. ... .. I, 407 Improvement of harbor, including waterway to Beaufort, S. C.. I, 379; II, 1459 Improvement of river at and above Augusta .......... I, 386; In, 1469, 1470 Improvement of river between Augusta and Savannah....:...... I, 383; ni,1467 Improvement of waterway to Fernandina, Fla................. I, 401; ii, 1483 Saybrook Harbor, Conn. See Connecticut River. Sayville, N. Y. See Browns Creek. Schodack Creek, N. Y. (see Hudson River)........................ I, 168, 1203 School of Application, Engineer, buildings for......................... I, 1057 Scott Point, Tennessee River, Ala., lock and dam at Hales bar. See Tennessee River. Scuppernong River, N. C., improvement of......... ......... I, 329; i, 1400 Seacoast defenses. See Fortifications. Seagoing hydraulic dredges.....,.............. ................... I, 1009; in, 2449 Searchlights. See Fortifications. INDEX. Xxxit Seattle, Wash.: Page. See also Puget Sound-Lake Washington waterway. Harbor lines at...... ............ ......................... I, 1018 Sea walls. See Fortifications. Sebewaing River, Mich., improvement of..... . ............ I, 847; ii, 2262 Secretary Creek (Warwick River), Md. See Warwick River. Seekonk (Pawtucket) River, R. I., improvement of.'......... ......... I, 99, 1135 Shallowbag Bay, N. C., improvement of............................. I, 330; Ii, 1401 Shaws Cove, New London, Conn. See New London and Thames River. Shears, The, Delaware Bay, Del., harbor of refuge. See Delaware Bay. Sheboygan Harbor, Wis., improvement of.......................... I, 770; 11, 2122 Sheepshead Bay, N. Y., examination and survey............................ I, 181 Shetucket River, Conn., examination and survey........................... I, 138 Shields, Brig. Gen. James, monument over grave of, at Carrollton, Mo....... I, 1062 Shilshole Bay, Wash. See Puget Sound-Lake Washington waterway. Ship Island Harbor and Pass, Miss., improvement of pass, and channel to Gulf- port ....................................................... I, 481; i, 1582 Shoal Harbor, N. J., improvement of ...... ...... ............ I, 206, 1248 Shooters Island channel, N. Y., and N. J., improvement of............. I, 195, 1235 Shreveport, La. See Cypress Bayou and Red River. Shrewsbury River, N. J.: Harbor lines between Seabright and Normandie........................ I, 1018 Improvement of................................................. I, 208, 1251 Silver Springs Run, Fla., improvement of. See Oklawaha River. Sims Clip, removal of. See Delaware River. Sinclair Inlet, Wash. See Port Orchard Harbor. Sioux City, Iowa. See Missouri River. Sioux River, S. Dak., ice harbor at Sioux City, Iowa. See Missouri River improvement. Sites for fortifications. See Fortifications. Siuslaw River, Oreg.: Examination and survey....................... ...................... I, 950 Improvement of.... ................................ I, 935; in, 2377 Skagit Bay, Wash. See Swinomish Slough. Skagit River, Wash.: See also Puget Sound and tributaries. Improvement of.............................................. I, 987; in, 2430 Skidaway Narrows, Ga., improvement of.......................... I, 403; 11, 1486 Slack-water systems. See Canals and Waterways. Sloat, Commodore, monument at Monterey, Cal., to commemorate the taking possession of Pacific coast by.......... ......... , 1061; III, 2749 I....... Smiths Creek, N. C.: Examination and survey............................................... I, 360 Improvement of........... ............................ I, 336; I, 1408 Smyrna River, Del., improvement of.................................. I, 250, 1304 Snake River, Idaho, Oreg., and Wash., improvement of.............. I, 939; III, 2381 Snelling, Fort, Minn., bridge across Mississippi River to St. Paul.. I, 1059; IIIn,2741 Snohomish River, Wash.: See also Everett Harbor and Puget Sound and tributaries. Improvement of ................................................... I, 985; m, 2430 Snoqualmie River, Wash. See Puget Sound and tributaries. Soda (Sodo) Lake, La. See Cypress Bayou. Somers Cove, Md. See Crisfield Harbor. South Branch, Chicago River, Ill. See Chicago Harbor and River. South Branch, Shrewsbury River, N. J. See Shrewsbury River. South Chicago Harbor, Ill. See Calumet Harbor. Southern Branch, Elizabeth River, Va. See Elizabeth River. South Fork, Forked Deer River, Tenn., improvement of Forked Deer River. I, 657., 11,1846 South Haven Harbor, Mich.: Harbor lines at............. .......... ................................ I, 1018 Improvement of.............................................. I, 804; n, 2180 South Kingston, R. I. See Point Judith Harbor and Pond. South Norwalk Harbor, Conn. See Norwalk Harbor. South Nyack, N. Y. See Hudson River. South Pass, Mississippi River: Examinations and surveys.... ......................... I, 495; 11, 1604 Maintenance of channel. I.................., 492; n, 1600 IL INDEX. Page. Southport Harbor, Conn., improvement of.......................... 1, 134, 1173 South River, N. C., improvement of................................. I, 335; iI, 1406 South River, N. J., improvement of................................. I, 203, 1245 Southwest Baltimore, Md., improvement of harbor of................ I, 260, 1316 Southwest Pass, Mississippi River, improvement of, including shoals between Cubits and Head of Passes, and dredge construction...... .. i, 489, 1275; i, 1594 Sparkill River, or Creek, N. Y. See Hudson River. Sparrows Point, Md., harbor lines on Humphreys Creek................. I, 1018 Spring Garden, Baltimore, Md., improvement of harbor at .............. I, 260, 1316 Spuyten Duyvil Creek, N. Y. (see Harlem River) ...................... , 159, 1196 Squalicum Creek waterway, Wash., harbor lines....................... I, 1017 Stamford Harbor, Conn., improvement of............ ................ I, 133, 1173 Staten Island, N. Y. See Lemon Creek and Staten Island-New Jersey channels. Staten Island-New Jersey channels: Harbor lines at Tufts Point ......................................... I, 1018 Improvement of.............................. I, 191, 193, 195, 1231, 1234, 1235 Staten Island Sound (Arthur Kill), N. Y. and N. J. See Staten Island-New Jersey channels. Statues, memorials, etc.: In public grounds, Washington, D. C........................ I, 1041; in, 2682 Monument marking birthplace of George Washington.......... I, 1042; III, 2682 Monument on Kings Mountain battle ground, S. C ............ , 1060; im, 2745 Monument at Monterey, Cal., to commemorate the taking possession of Pacific coast by Commodore Sloat................... i, 1061; III, 2749 Monument at Point Pleasant, W. Va..................... I, 1061; in, 2747 Monument over grave of General Shields at Carrollton, Mo.............. I, 1062 Steamboats, etc. See Dredge boats and Wrecks. Steele Bayou, Miss., improvement of ......... ........... I, 596; II, 1719 Sterling Basin, Greenport Harbor, N. Y., examination and survey............ I, 181 Stilaguamish River, Wash. See Puget Sound and tributaries. Stillwater Harbor, Minn. See St. Croix River. St6ckbridge Landing, Lake Winnebago, Wis. See Fox River. Stockton channel, San Joaquin River, Cal., improvement of ........ I, 919; iI, 2357 Stockton Harbor, Cal. See Stockton Channel. Stockton Harbor, Me., improvement of ................................ I, 44, 1Q89 Stonehouse bar, Hudson River, New Baltimore, N. Y. See Hudson River. Stonybrook Harbor, N. Y., examination of................................ I, 181 Structures, bridges and other, erection of. See Bridges, Buildings, Piers, and Rivers and harbors. Sturgeon Bay and Lake Michigan Canal, Wis.: Improvement of, including harbor of refuge.................. I, 764; iI, 2113 Operating and care.. I, 765; ii, 2114 Subic Bay, Philippine Islands, defenses of.........................i, 19, 20, 23 Submarine defense. See Fortifications. Suisun Creek, or channel, Cal., improvement of ................... I, 917; im, 2353 Sullivan Falls Harbor, Sullivan River, Me., improvement of............. I, 39, 1086 Sulphur River, Ark. and Tex., improvement of ................. I, 576; iI, 1692 Sunflower River, Miss. See Big Sunflower River. Sunken craft. See Wrecks. Superior Bay and Harbor, Wis.: Examination at Superior Entry........................................ I, 757 Improvement of................................................ I, 734; II, 2053 Regulations for operation of drawbridges ........................... I, 1019 Regulations governing navigation of...................... .. . I, 1019 Superior Lake: See also Northern and Northwestern Lakes. Examination for canal to connect with Mississippi River via St. Croix River. I, 757 Improvement and care of waterway to Keweenaw Bay.. I, 748, 750; in, 2078, 2080 Magnetic variations on, determination of........................... I, 1053 Regulations governing navigation of.................................. I, 1019 Wrecks on south shore................................... I, 756; it, 2094, 2095 Supervision of New York Harbor, N. Y ........................... I, 1009; in, 2601 Surface levels. See Water levels. Surveys: Of Northern and Northwestern Lakes ................. .. , 1043; Iit, 2701 Of rivers and harbors, estimate of appropriation for................ I, 33, 1009 Susquehanna River, Md., improvement of ........................ i, 262, 1318 INDEX. ILI Page. Suwanee River, Fla.: Examination of..................................... ............. I,434 Improvement of ................ ..................... I,430; Ii,1527 Swan Quarter Bay to Deep Bay, N. C., improvement of waterway.. I, 332; in, 1403 Swansboro, N. C., waterway to New River and Beaufort ..... I,348; ni,1422, 1423 Swift Creek, N. C.: Examination and survey................ ................... I, 359 Improvement of............................................. , 340; Ii, 1413 Swinomish Slough, Wash.: See also Puget Sound and tributaries. Examination and survey.............................................. I,998 Improvement of..................................... , 988; in, 2431 T. Tacoma Harbor, Wash.: Examination and survey of Puyallup waterway for extension of .... . I, 999 Improvement of harbor...................................... I,979; iu, 2427 Tallahatchie River, Miss., improvement of ................ I,592, 593; i, 1720 Tallapoosa River, Ala., examination and survey........ .............. I,460 Tampa Bay and Harbor, Fla.: Defenses of.. ......................................................... I,12 Examination and survey to Venice and thence to Gasparilla Sound...... I, 435 Examination and survey of Hillsboro Bay from turning basin to head of estuary toward Ybor ............................................... I,435 Improvement of bay ........................................ I,425; iI,1519 Improvement of Hillsboro Bay and River............ I,426, 428; ii,121, 1523 Tangier Sound, Md., wreck in........................................ I,281, 1334 Tar River, N. C.: Examination and survey.......... .................................. I,361 Improvement of........................... ......... I,332; ii, 1403 Tarrytown Harbor, N. Y., improvement of......................... I, 175, 1210 Taunton River, Mass.: See also Fall River Harbor. Improvement of.................................................. I,96, 1132 Taylors Bayou, Tex. See Sabine River and Port Arthur Canal. Tchefuncte River, La. See Chefuncte River. Tchula Lake, Miss., improvement of .............................. I,595; iI,1721 Teche Bayou, La.: Examination and survey............................................ I,529 Improvement of.............................................. I,500; iI,1610 Improvement of waterway from Franklin to Mermentau........ I, 503; ii, 1612 Telegraph line, government, Washington, D. C. See Public buildings and grounds. Tennessee River; Bee Tree Shoals Canal, Ala., improvement of.............. I,669; in, 1862 Chattanooga, Tenn., improvement above..................... I,668; is, 1859 Chattanooga, Tenn., to Riverton, Ala., improvement from ..... I,669; i, 1862 Colbert Shoals Canal, Ala., improvement of ........... . .... I,669; i, 1865 Elk River Shoals Canal, Ala., improvement of ...... ...... I,669, 674; iI,1862 Hales bar (near Scott Point) lock and dam, construction of... I,669; i, 1862 Muscle Shoals Canal, Ala., operating and care. ................ I,674; ii,1872 Riverton, Ala., improvement below............. .......... I,673; i, 1869 Survey of entire river.................................................. , 679 Tensas River, La., improvement of ............................. I,587; iI,1712 Terraceia Cut-off, Fla. See Manatee River. Terrebonne Bayou, La., improvement of.......................... , 525; iI,1626 Texas City Harbor, Tex., improvement of channel to G Iveston..... I,534; iI,1636 Texas, State of: Improvement of inland waterways along coast. ................. I,548; i, 1650 Removal of water hyacinths in.............. ................. I,523; i, 1625 Thames River, Conn.: See also New London Harbor. Improvement of.................................................. I,115, 1153 The Board of Engineers............................................... I,11, 1065 Thimble Shoal, Chesapni ke Bay, Va.: See also Norfolk Harbor. Improvement of.......... ................................ I,313; , 1379 Thoroughfare Bay, N. C., examination and survey... .................... I,360 XLII INDEX. Threemile Rapids, Columbia River, Oreg. and Wash. See Columbia River. Page. Thunder Bay Harbor and River, Mich. See Alpena Harbor. Tickfaw River, La., improvement of, including tributaries........... I, 511; u, 1617 Tillamook Bay and bar, Oreg., improvement of..... ............... I, 937; 'm, 2378 Toledo Harbor, Ohio: Examination and survey of Maumee River.............................. I, 879 Harbor lines modified.............................................. I, 1017 Improvement of...................... ........................ i, 861; n, 2283 Tombigbee River, Ala. and Miss.: Coumbus to Walkers Bridge, Miss., improvement from......... I, 410; i, 1569 Demopolis, Ala., improvement below (construction of locks and dams).. 1, 463, 465; n, 1564, Demopolis, Ala., improvement below (maintenance)............ , 467; n, 1567 Demopolis, Ala., to Columbus, Miss., improvement from......... I, 469; , 1568 Operating and care of locks and dams...................... I, 472; ii, 1570 Toms River, N. J., improvement of................................... I, 235, 1287 Tonawanda Harbor, N. Y., improvement of.......................... I, 888; i, 2320 Torpedoes. See Fortifications. Tortugas, Fla., removal of wreck at........... ..................... I, 434 Totuskey River, Va., examination and survey............................... I, 308 Tradewater River, Ky., examination of .................................. I 730 Trail Creek, Ind. See Michigan City Harbor. Trappe River, Md. See La Trappe River. Traps, fish: In Puget Sound, Wash., inspection, etc., of.................. , 977; III, 2424 Permits for construction of...........................................I, Permits of.. I, 1032 1032 Traverse Bay, Mich., examination for a breakwater ......................... I, 831 Traverse Lake. Minn.: Examination and survey of ............. ......................... I, 643 Survey of (hydrological observations)... ................ I, 642; I, 1811 Trent River, N. C.: Examination and survey up to Quaker Bridge ................. .... I, 361 Improvement of..... ............. ............ .... , 339; i, 1410 Trinity River, Tex.: Improvement above mouth................................ I, 569; 11, 1679 Improvement of mouth..................... . I, 542; ii, 1643 Operating and care of Lock and Dam No. 1................. , 572; ii, 1687 Troops: Engineer equipment of .................................. , 27, 1070 New engineer battalions.................... ................. I, 7 Troy, N. Y. See Hudson River. Tuckerton Creek, N. J., improvement of.............................. I, 236, 1288 Tug Fork, Big Sandy River, W. Va. and Ky., improvement of. .... Turners Cut, N. C., waterway via. See Norfolk-North Carolina sounds water- I, 713; 1984 11, way. Turtle Bayou, Tex., improvement of.............................. i, 543; i, 1644 Turtle Cove, Tex.: Examination and survey of waterway via.............................. , 558 Improvement of waterway via................... I, 552. 557; 11, 1652, 1657 Turtle River, Ga. See Brunswick Harbor. Twelvemile Bayou, La. See Cypress Bayou. Twelvemile Creek, Fla. See Orange River. Twin rivers, Wis. See Two Rivers Harbor. Two Harbors, Minn. See Agate Bay. Two Rivers Harbor, Wis., improvement of ....................... I, 768; I, 2119 Tyaskin (Wetipquin) Creek, Md., improvement of ...................... , 274, , 1329 U. Umpqua River, Oreg., examination of bar at mouth......................... , 950 Union Lake, Wash., improvement of waterway via.................. I, 981; xi, 2428 Union River, Me., improvement of ................................... I, 40, 1086 Upper Chipola River, Fla., improvement of........................ I, 440; Ii, 1535 Upper Machodoc Creek, Va., improvement of ........................ I, 289, 1346 Upper White River, Ark.: Improvement of............................................. I, 607; , 1738 Operation of locks and dams.................................... I, 608; 1739 i, Upper Nyack, N. Y. See Hudson River. Urbana Creek, Va., improvement of .................................. x,302,1365 INDEX. XLIII V. Page. Vallejo, Cal., harbor lines at............................................... I, 1018 Vancouver Barracks, engineer depot....................... ............. I,26, 1077 Vancouver, Wash. See Columbia River. Verdigris River, Okla. and Kans., examination and survey............... I,617 Vermilion Bayou, La., improvement of channel, bay, and passes..... I,516; nr, 1620 Vermilion Harbor, Ohio, improvement of.............. ............. I, 867; II, 2289 Vessels. See Dredge boats and Wrecks. Vicksburg Harbor, Miss., improvement of......... ............ I, 589; i, 1715 Victoria, Tex., improvement of channel to Aransas Pass... ... . I, 551; n, 1650 Virginia coast waterway, improvement of ....... ............... I, 254, 1309 Volusia bar, St. Johns River, Fla., improvement of ............... I,413; n, 1500 W. Wabash River, Ind. and Ill.: Examination of....... ........................... I,730 Operating and care of lock and dam.................. ........... I,726; n, 2028 Waccamaw River, N. C. and S. C.', improvement of........... ,361; n, 1441 Wakefield, R. I. See Point Judith Harbor and Pond. Wallabout Channel, N. Y., improvement of ............... ....... I, 163, 1200 Wappinger Creek, N. Y., improvement of .............................. I,174, 1209 Wappoo Cut, S. C., improvement of..... .................. I,376; II, 1457 War College, Army, Washington, D. C., buildings for....................... I,1057 War Department maps........................................ I, 1056 Warrior River, Ala.: Examination and survey of Locust and Mulberry forks................. I,489 Improvement above Tuscaloosa............................ I,463; n, 1560 Improvement below Tuscaloosa........................... I, 463, 464; n, 1561 Operating and care of locks and dams .................... I, 472; ii, 1570 Warroad Harbor and River, Minn.: Examination and survey of harbor.................. ................. I, 643 Improvement of............. ........... .......... I,640; i, 1810 Warwick River, Md., improvement of................... ....... , 270, 1324 Washington, D. C.: Aqueduct Bridge across Potomac River, repair of ........... I,1033; IIIn, 2623 Aqueduct, filtration plant. .................................. I, 1036; III, 2627 Aqueduct, maintenance and repair........................... , 1035; IIIn, 2627 Army War College, buildings for........................ ........... I, 1057 Barracks. See Washington Barracks. Defenses of ............... ......................................... I,12 Engineer depots................................................, 24, 27, 1067 Engineer Post and School, buildings for.............................. ... , 1057 Executive Mansion and office........... ..................... I, 041; II,2654 Highway Bridge, Potomac River .......................... I,1042; Ir, 2678 Improvement of Anacostia River at............ .. .......... I, 286, 1341 Improvement of Potomac River at............................... , 282, 1335 Improvement of Potomac River below.............. ....... I , 285, 1340 Public buildings and grounds, and Washington Monument. I, 1041; II, 2651, 2699 Regulation of drawbridge over Potomac River at..................... I,1019 Telegraph line connecting executive departments.............. I,1041; in, 2677 Washington, N. C. See Pamlico and Tar rivers. Washington Barracks, D. C.:. Engineer depot................................................ I,24, 1067 Engineer Post and School, buildings for............. ................ I, 1057 War College buildings .................... ................ I, 1057 Washington Bayou and Lake, Miss., improvement of ............... Washington, George, monument to, at Washington, D. C........... I,1041; in, 2672 I,596; n, 1719 Washington Lake, Wash., improvement of waterway to Puget Sound. I, 981; in, 2428 Washington State, dredging plant for harbors on coast............... I,938; in, 2380 Washita (Ouachita) River, Ark. and La. See Ouachita River. Washita River, Okla., examination of......................................... I,577 Watch Hill Harbor, R. I. See also Pawcatuck River. Water craft. See Dredge boats and Wrecks. Wateree River, S. C.: Examination of....................................................... I, 378 Improvement of ............................................... , 370; ii, 1451 XLIV INDEX. Water hyacinths, removal of: Page. From Florida waters..........................................., 433; n, 1529 From Louisiana waters ...................... .............. I, 523; x, 1625 From Texas waters................................... I, 523; 11, 1625 Water levels: Columbia River, Oreg. and Wash., gauging.---....-... .-....... I, 967; uI, 2416 Hydrological observations, Ottertail Lake and River and Red Lake and Red Lake River, Minn., and Big Stone Lake and Lake Traverse, Minn. and S. Dak................................................. I, 642; 11, 1811 Michigan, Lake, variations in surface level on east shore....... ........ . I, 801 Mississippi River and principal tributaries, gauging............. I, 642; I, 1811 Northern and Northwestern Lakes, levels, etc................. I, 1050; II, 2701 Water power: Mississippi River below St. Louis, Mo., and in 14-foot waterway to Chicago. I, 1014 Niagara River, N. Y., control and regulation of................. I, 1050; nI, 2722 Tennessee River, Elk River shoals to Florence, Ala......... I, 669, 672; i, 1862 Waters, navigable. See Bridges, Rivers and harbors, and Wrecks. Water supply, Washington, D. C. See Washington, D. C. Waterways (see also Canals): Beaufort, N. C., to Newbern. See Beaufort Harbor. Beaufort, N. C., to New River. See Beaufort Harbor. Boston, Mass., to Rio Grande, intra-coastal waterway, survey for......... I, 1015 Charleston to McClellanville, S. C. See Charleston Harbor. Chicago (Lockport), Ill., to St. Louis, Mo., and the Gulf via Illinois, Des Plaines, and Mississippi rivers. See Chicago Harbor. Franklin, La., to Mermentau. See Mermentau River. Galveston to Houston, Tex. See Galveston Bay. Humboldt Bay to Eel River, Cal. See Humboldt Bay and Harbor, Cal. Keweenaw Bay to Lake Superior, Mich. See Keweenaw Bay. New River, N. C., to Swansboro and Beaufort. See Beaufort Harbor. Norfolk, Va., to Albemarle Sound, N. C. See Norfolk Harbor. Norfolk, Va., to sounds of North Carolina. See Norfolk Harbor. Pamlico Sound, N. C., to Beaufort Inlet. See Pamlico Sound. Portage Lake and Lake Superior canals. See Keweenaw Bay. Puget Sound to Lake Washington. See Puget Sound. Rio Grande to Boston, Mass., intra-coastal waterway, survey for....... , 1015 Sabine River, Tex., to Mermentau River, La. See Mermentau River, La. Savannah, Ga., to Beaufort, S. C. See Savannah Harbor improvement. Savannah, Ga., to Fernandina, Fla. See Savannah Harbor. Swan Quarter Bay to Deep Bay, N.C. See Swan Quarter Bay. Texas coast. See Texas. Virginia coast. See Virginia. Waukegan Harbor, Ill., improvement of........ .................... , 777; n, 2133 Weirs: Fish, in Puget Sound, Wash., inspection, etc., of................... I, 977; In, 2424 Permits for construction of .................................... I, 1032 Wenona, Deal Island, Md., improvement of Lower Thoroughfare at...... I, 280, 1334 Westchester Creek, N. Y., improvement of............................ I, 147, 1186 Western Branch, Elizabeth River, Va., improvement of .............. , 516; II, 1381 West Fork of South Branch, Chicago River, Ill. See Chicago Harbor and River. West Galveston Bay, Tex.: Improvement of Galveston and Brazos Canal.................... I, 549; In, 1648 Operating and care of Galveston and Brazos Canal........... I, 553; I, 1653 West Galveston Bay and Brazos River Canal, Tex. See West Galveston Bay. West Haven Harbor, Conn. See West River. West Neebish channel, St. Marys River, Mich., improvement of...... I, 839; n, 2253 West River, Conn., improvement of............... ....... .... I, 122, 1159 Westport Harbor, Conn., improvement of............................... I, 136, 1174 West Twin River, Wis. See Two Rivers Harbor. Wetipquin (Tyaskin) Creek, Md. See Tyaskin Creek, Weymouth River, Mass., improvement of................................ I, 78, 1114 Wharves: Permits for construction of................................ .... ........ I, 1032 Permits for construction of, in Porto Rico............................. .. I, 1019 Whatcom (Bellifigham) Harbor, Wash., improvement of Whatcom Creek water- way.................. .............. .. ................... I, 989; IIn, 2432 Whitehall, N. Y., Narrows of Lake Champlain. See Champlain Lake. White House, Washington, D. C. See Public buildings and grounds. INDEX. XLV White Lake Harbor, Mich.: Page. Examination of .................. ............................... I, 831 Improvement of..........................-..---... I, 816; n, 2198 White Oak River, N. C., waterways to Beaufort, N. C., and New River. See Beaufort Harbor. White River, Ark.: Improvement at Augusta Narrows .............................. I, 603; II, 1734 Improvement by open-channel work.................... .. I, 605; II, 1735 Improvement of upper river by locks and dams... ...... I, 607; II, 1738 Operating and care of locks and dams............... ........ I, 608; Ir, 1739 Wicomico River, Md.: Examination and survey..................................... I, 282 Improvement of ........ . .. ........... ................... . I, 278, 1332 Wreck in.................. ............. ............. I, 281, 1334 Willamette River, Oreg.: Examinations and surveys..................... ..... ..... .... I, 968 Improvement at the falls .............................. I, 954; In, 2401 Improvement above Portland...... ................... I, 951; III, 2397 Improvement below Portland, including dredge construction .......... I, 955, 1274; in, 2402 Willapa Harbor and River, Wash.: Examination and survey to and through Raymond...................... I, 998 Harbor lines at Raymond.......... ................................ I, 1017 Improvement of.... ........ ... . ...... ...................... I, 968; nin, 2417 Wilmington, Cal.: Construction of deep-water harbor in Sari Pedro Bay.... .... I, 902; III, 2340 Examination and survey of inner harbor for channels 20 feet deep and 200 feet wide...... .. ............... ...... ..................... I, 910 Improvement of inner harbor..................... I, 904, 906; IIn, 2342, 2344 Wilmington, Del.: Improvement of harbor.... ..... .......... ... I, 240, 1291 Regulations governing navigation of Christiana River ................ I, 1019 Wilmington, N. C. See Cape Fear River. Wilson Harbor, N. Y., examination and survey............................ I, 900 Winnebago Lake, Wis.: See also Fox River. Examination and survey of Highcliff Harbor.... ....................... I, 781 Winnibigoshish Lake, Minn. See Mississippi River reservoirs. Winthrop Cove, Conn. See New London Harbor. Winyah Bay, S. C., improvement of.......................... Wisconsin Entrance, Duluth-Superior Harbor, Minn. and Wis. See Duluth I, 365; 11, 1446 Harbor. Withlacoochee River, Fla., improvement of........... . ........ . I, 431; in, 1527 Wolf River, Miss., improvement of .............................. I, 483; n, 1584 Wolf River, Memphis Harbor, Tenn. See Mississippi River Commission. Wolf (Ahnapee) River, Wis. See Algoma Harbor. . Wolf River (tributary of the Fox), Wis See Fox River. Wood River, Oreg., examination of ........................................... I, 950 Woodbridge Creek, N. J., improvement of ........................... I, 196, 1235 Woodbury Creek, N. J., wreck in ..................... ............... I, 255, 1309 Woods Hole Harbor, Mass.: Examination of Little Harbor....... .............................. , 113 Improvement of.............. ................................ I, 92, 1127 Wrecks, etc., removal of; Alpena Harbor, Mich................................... I, 859; in, 2280, 2281 Appropriation for.... ...... ..................... .... I, 32, 33 Atlantic Ocean at Sheep Pen Hill, Va........... ............. I, 255, 1310 Barnegat Inlet, N. J............................................. I, 255, 1309 Block Island Sound, R. I ....................... I, 112, 1147 Broadkill River, Del............................. . I, 255, 1309, 1310 Calumet River, Ill.................................... I, 795; n, 2161 Cape Fear River, N. C....................... . ....................... I, 359 Charleston Harbor, S. C.......... ....... ..... . I, 377, 378; n, 1457 Chesapeake Bay, Md ................. ....................... I, 281, 1334 Chicago River, Ill......... .............................. I, 795; n, 2161 ........ Delaware River, at Philadelphia, Pa.................................. I, 223, 1274 Detroit River, Mich..................................... I, 859; n, 2281, 2282 Erie, Lake......................................... I, 859, 878; n, 2281, 2301 Expenditures during the year................................... I, 32, 33 XLVI INDEX. Wrecks, etc., removal of-Continued. Page. Flushing Creek, N. Y ............................................ I, 179 Galveston Harbor, Tex....................... ............ I, 558; n, 1659 Great Pedee River, S. C................................... I, 377; i, 1457 Great South Bay, N. Y .................................. I, 180, 1213 Hampton Roads, Va......................................... I, 328; n, 1398 Hudson River, N. Y.................................. I, 179, 180, 1213 Hiron Harbor, Ohio........................................... I, 878; nI, 2301 Huron Lake, Mich............. .................... I, 859; i, 2280 James River, Va................................................ I, 307, 1374 Key West Harbor, Fla.. .............. ................... , 434 Locklies Creek, Va .......................................... I, 307, 1373 Maine, battle ship, removal from Habana harbor..................... I, 5 Mobile River, Ala....................................... .. I, 488; II, 1588 Nantucket Sound, Mass....... ............... , 111, 112, 1146, 1147 Narrows of Lake Champlain, N. Y.......................... , 88, 1121 Naval station at Port Royal, wreck at.................... I, 377; I, 1457 Neebish, west channel, Mich............. ................... I, 859; In, 2282 Newark Bay, N. J. ................................ I, 211, 1254 Newtown Creek, N. Y. ............... ...................... I, 179, 1213 New York Harbor, N. Y... ......................... I, 187, 1223, 1224 Norfolk Harbor, Va ........................................ , 328; I, 1398 Ontonagon Harbor, Mich ............................... Pagan River, Va....... ................................. Pamlico Sound-Beaufort Inlet waterway..............................., , 328; in, I, 756; n, 2094 1398 359 Patapsco River, Md................. ................... , 281, 1334 Penobscot River, Me......................................... , 58, 1098 Permanent appropriation for...........................................x I, 32 Plymouth Harbor, Mass............... ........ .......... I, 89, 1122 Pontchartrain Lake, La........................................ I, 528; II, 1627 Port Royal, S. C., naval station............................., 377; , 1457 Potomac River................ ........................... I, 307, 1372 Provincetown Harbor, Mass........................................ I, 89, 1121 Raritan Bay, N. J........................ ................ I, 211, 1253, 1254 Rockaway, N. Y.................................. , 180, 1214 Rouge River, Mich ..................................... I, 859; nI, 2281 Saginas River, Mich........................................... I, 859; I, 2281 St. Jeromes Creek, Md......................................... I, 307, 1373 St. Lawrence River, N. Y............................................. I, 899; Ii, 2338 Superior Lake, south shore............................. I, 756; nI, 2094, 2095 Tangier Sound, Md............................................ I, 281, 1334 Thunder Bay, Mich......................................... I, 860; n, 2281 Tortugas, Fla............................. ....................... x, 434 Wicomico River, Md....................................... ........ ... x, 281, 1334 Woodbury Creek, N. J............................................ i, 255, 1309 Y. Yahara River, Wis., examination of........................................ I, 801 Yamhill River, Oreg.: Improvement of................. ............................... x, 951; n, 2397 Operating and care of lock and dam.......................... I, 954; in, 2401 Yankton, S. Dak. See Missouri River. Yaquina River, Oreg., examination of ...................................... i, 950 Yazoo River, Miss.: Improvement above mouth................................... I, 592; I, 1719 Improvement of mouth, including Vicksburg Harbor........... I, 589; i, 1715 Yellowstone River, Mont., examination and survey........................... x, 657 Yellow Mill Pond, Bridgeport, Conn. See Bridgeport Harbor. Yellowstone National Park, improvement of....................... I, 1053; i, 2735 York River, Va., improvement of.... ................................. x, 293, 1350 York Spit, Chesapeake Bay, Va., shoals opposite. See Patapsco River channel to Baltimore. Youghiogheny River, Pa., improvement of.......................... I, 699; n, 1948 Yuba River, Cal. See California Debris Commission. Zipple Bay, Minn., examination and survey ......................... x, 643 O